Methods and apparatus for powering a vehicle

ABSTRACT

This application is directed to an apparatus for providing electrical charge to a vehicle. The apparatus comprises a driven mass, a generator, a charger, a hardware controller, and a communication circuit. The driven mass rotates in response to a kinetic energy of the vehicle and is coupled to a shaft such that rotation of the driven mass causes the shaft to rotate. The driven mass exists in one of (1) an extended position and (2) a retracted position. The generator generates an electrical output based on a mechanical input coupled to the shaft such that rotation of the shaft causes the mechanical input to rotate. The charger is electrically coupled to the generator and: receives the electrical output, generates a charge output based on the electrical output, and conveys the charge output to the vehicle. The controller controls whether the driven mass is in the extended position or the retracted position in response to a signal received from the communication circuit.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.17/035,488, filed Sep. 28, 2020 and titled “METHODS AND APPARATUS FORPOWERING A VEHICLE,” which is a continuation of U.S. patent applicationSer. No. 16/861,110, filed Apr. 28, 2020 and titled “METHODS ANDAPPARATUS FOR POWERING A VEHICLE”, which is a continuation of U.S.patent application Ser. No. 16/847,538, filed Apr. 13, 2020 and titled“METHODS AND APPARATUS FOR POWERING A VEHICLE”, which claims benefit ofpriority and is related to U.S. provisional Patent Application No.62/858,902, filed Jun. 7, 2019, U.S. provisional Patent Application No.62/883,523, filed Aug. 6, 2019, and U.S. provisional Patent ApplicationNo. 62/967,406, filed Jan. 29, 2020. The disclosures of each of theseapplications are incorporated herein in their entireties for allpurposes.

BACKGROUND Field of the Disclosure

The present disclosure relates generally to providing energy for avehicle powered, at least in part, by electricity, and morespecifically, to generating and conveying or storing the electricity forconsumption by electric motors to drive or power the vehicle or aportion thereof while the vehicle is mobile.

Description of the Related Art

Electric vehicles derive locomotion power from electricity oftenreceived from an energy storage device within the electric vehicle. Theenergy storage device could be a battery, a battery array, or an energystorage and/or containment device. Hybrid electric vehicles includeregenerative charging that capture power from vehicle braking andtraditional motors to charge the energy storage device and provide powerto the vehicle. Battery electric vehicles (BEVs) are often proposed tohave an energy storage/containment device (for example, a battery orbattery array or capacitor array) that is charged through some type ofwired or wireless connection at one or more stationary locations, forexample household or commercial supply sources. The wired chargingconnections require cables or other similar connectors physicallyconnected to a stationary power supply. The wireless chargingconnections require antenna(s) or other similar structures wirelesslyconnected to a power supply that generates a wireless field via its ownantenna(s). However, such wired and wireless stationary charging systemsmay be inconvenient or cumbersome and have other drawbacks, such asdegradation during energy transference, inefficiencies or losses,requiring a specific location for charging, and so forth. As such,alternatives for stationary wired or wireless charging systems andmethods that efficiently and safely transfer power for charging electricvehicles are desirable.

SUMMARY

Various embodiments of systems, methods and devices within the scope ofthe appended claims each have several aspects, no single one of which issolely responsible for the desirable attributes described herein.Without limiting the scope of the appended claims, the description belowdescribes some prominent features.

Details of one or more embodiments of the subject matter described inthis specification are set forth in the accompanying drawings and thedescription below. Other features, aspects, and advantages will becomeapparent from the description, the drawings, and the claims. Note thatrelative dimensions of the following figures may not be drawn to scale.

In one aspect, an apparatus for providing electrical charge to a vehicleis disclosed. The apparatus includes a driven mass, a generator, acharger, a hardware controller, and a communication circuit. The drivenmass is configured to rotate in response to a kinetic energy of thevehicle, the driven mass coupled to a shaft such that rotation of thedriven mass causes the shaft to rotate, wherein the driven mass existsin (1) an extended position in which the kinetic energy of the vehiclecauses the driven mass to rotate and (2) a retracted position in whichthe kinetic energy of the vehicle does not cause the driven mass torotate. The generator is configured to generate an electrical outputbased on a mechanical input, the generator having a pulley mechanicallycoupled to the shaft such that rotation of the shaft causes the pulleyto rotate. The charger is electrically coupled to the generator andconfigured to receive the electrical output from the generator, generatea charge output based on the electrical output, and convey the chargeoutput to the vehicle. The hardware controller is configured to controlwhether the driven mass is in the extended position or the retractedposition in response to a signal received from a vehicle controller. Thecommunication circuit is configured to receive the signal from thevehicle controller.

In some aspects, the driven mass includes a wheel, and the extendedposition includes the wheel positioned in contact with a ground surfaceon which the vehicle travels. In some aspects, the charger includes acharging cable coupled to a charging port of the vehicle, and the chargeoutput is conveyed to the vehicle via the charging cable and thecharging port. In some aspects, apparatus further includes a circuitelement positioned in series with the generator and the charger, whereinthe circuit element creates an open circuit between the generator andthe charging port of the vehicle. In some aspects, the apparatus furtherincludes a filtering circuit configured to filter the electrical outputfrom the generator before the electrical output from the generator isreceived by the charger, wherein filtering the electrical outputincludes one or more of filtering, cleaning, matching, converting, andconditioning the electrical output to reduce risk of damage to thecharger by the electrical output. In some aspects, the driven massincludes a gear, and the extended position includes the gear engagedwith one or more of a drive shaft, a motor, and a wheel of the vehicle.In some aspects, the pulley is mechanically coupled to the shaft by oneor more of a chain, a belt, a gearing system, and a pulley system. Insome aspects, the apparatus further comprises an energy storage deviceconfigured to store any excess portion of the charge conveyed to thevehicle when a vehicle battery or a vehicle motor is unable to acceptall portions of the charge output conveyed from the charger. In someaspects, the energy storage device is further configured to convey theexcess portion of the charge to the vehicle energy storage device or tothe vehicle motor on demand. In some aspects, the apparatus furthercomprises a battery storage device and a capacitor storage device,wherein the capacitor storage device is configured to: receive at leasta portion of the charge output, store at least the portion of the chargeoutput, and convey at least the portion of the charge output to thebattery storage device in one or more bursts based on a charge level ofthe battery storage device dropping below a threshold value.

In some aspects, the mechanical input further comprises a flywheelconfigured to drive the generator to generate the electrical output. Insome aspects, the apparatus further comprises a one-way bearing having afirst side and a second side, wherein the one-way bearing is configuredto allow the first side rotate independently of the second side. In someaspects, the flywheel is mechanically coupled to the first side of theone-way bearing, the shaft is coupled to the second side, wherein theone-way bearing is configured to allow the flywheel rotate independentlyof the shaft. In some aspects, the apparatus further comprises anindependent suspension that supports the driven mass and the generatorindependently from a suspension of the vehicle, wherein the independentsuspension comprises one of a linkage, a spring, and a shock absorber.In some aspects, the generator is switchable such that the electricaloutput is pulsed in a first switched setting and is constant in a secondswitched setting. In some aspects,

In another aspect, a method of providing electrical charge to a vehicleis disclosed. The method includes rotating a driven mass in response toa kinetic energy of the vehicle, the driven mass coupled to a shaft suchthat rotation of the driven mass causes the shaft to rotate, wherein thedriven mass exists in (1) an extended position in which the kineticenergy of the vehicle causes the driven mass to rotate and (2) aretracted position in which the kinetic energy of the vehicle does notcause the driven mass to rotate. The method also may include generatingan electrical output based on a mechanical input via a generator, thegenerator having a pulley mechanically coupled to the shaft such thatrotation of the shaft causes the pulley to rotate. The method furthermay include, for example, generating a charge output based on theelectrical output and conveying the charge output to the vehicle. Themethod also may further include controlling whether the driven mass isin the extended position or the retracted position in response to asignal received from a vehicle controller and receiving the signal fromthe vehicle controller.

In some aspects, the driven mass comprises a wheel, and wherein theextended position comprises the wheel positioned in contact with aground surface on which the vehicle travels. In some aspects, conveyingthe charge output to the vehicle comprises conveying the charge outputvia a charging cable coupled to a charging port of the vehicle. In someaspects, the method further comprises creating an open circuit betweenthe generator and the charging port of the vehicle via a circuit elementor filtering the electrical output from the generator before theelectrical output from the generator is received by the charger, whereinfiltering the electrical output includes one or more of filtering,cleaning, matching, converting, and conditioning the electrical outputto reduce risk of damage to the charger by the electrical output. Insome aspects, the driven mass comprises a gear, and wherein the extendedposition comprises the gear engaged with one or more of a drive shaft, amotor, and a wheel of the vehicle. In some aspects, the mechanical inputis mechanically coupled to the shaft by one or more of a chain, a belt,a gearing system, and a pulley system. In some aspects, the methodfurther comprises storing any excess portion of the charge conveyed tothe vehicle when a vehicle battery or a vehicle motor is unable toaccept all portions of the charge output conveyed from the charger orconveying the excess portion of the charge from the energy storagedevice to the vehicle energy storage device or to the vehicle on demand.In some aspects, the method further comprises receiving at least aportion of the charge output at a capacitor storage device, storing atleast the portion of the charge output in the capacitor storage device,and/or conveying at least the portion of the charge output to a batterystorage device in one or more bursts based on a charge level of thebattery storage device dropping below a threshold value.

In some aspects, the mechanical input comprises a flywheel configured todrive the generator to generate the electrical output. In some aspects,the mechanical input further comprises a one-way bearing having a firstside and a second side, wherein the one-way bearing is configured toallow the first side rotate independently of the second side in a firstdirection of rotation and with the second side in a second direction ofrotation. In some aspects, the flywheel is mechanically coupled to thefirst side of the one-way bearing, the shaft is coupled to the secondside, wherein the one-way bearing is configured to allow the flywheelrotate independently of the shaft in the first direction of rotation andwith the shaft in the second direction of rotation. In some aspects, themethod further comprises supporting, via an independent suspension, thedriven mass and the generator independently from a suspension of thevehicle, wherein the independent suspension comprises one of a linkage,a spring, and a shock absorber. In some aspects, the method furthercomprises switching the generator between generating a pulsed electricaloutput or a constant electrical output or performing a voltage dump fromthe generator output terminal via a capacitor, a switch assembly, and abackup energy storage.

In another aspect, an apparatus for providing electrical charge to avehicle is disclosed. The apparatus comprises a driven mass configuredto rotate in response to a kinetic energy of the vehicle, the drivenmass coupled to a shaft such that rotation of the driven mass causes theshaft to rotate and a generator configured to generate an electricaloutput at a generator output terminal based on a mechanical input, themechanical input mechanically coupled to the shaft such that rotation ofthe shaft causes the mechanical input to rotate. The apparatus furthercomprises a capacitor module selectively and electrically coupled to thegenerator output terminal and configured to: receive a first portion ofthe electrical output generated by the generator, store the firstportion of the electrical output as a first energy as an electric fieldof the capacitor module, and convey the first energy to a load of thevehicle on demand. The apparatus further comprises a battery moduleselectively and electrically coupled to the generator output terminaland configured to: receive a second portion of the electrical outputgenerated by the generator, store the second portion of the electricaloutput as a second energy in a chemical energy form, and convey thesecond energy to the load of the vehicle on demand. The hardwarecontroller is configured to control whether the capacitor module, thebattery module, or a combination of the capacitor module and the batterymodule is coupled to the generator output terminal in response to areceived signal.

In some aspects, the mechanical input comprises a flywheel configured tostore mechanical energy received from the driven mass and the flywheelis mechanically coupled to the first side of the one-way bearing,wherein the shaft is coupled to the second side, and wherein the one-waybearing is configured to allow the flywheel rotate independently of theshaft in the first direction of rotation and together with the shaft inthe second direction of rotation. In some aspects, the apparatus furthercomprises an independent suspension that supports the driven mass andthe generator independently from a suspension of the vehicle, whereinthe independent suspension comprises one of a linkage, a spring, and ashock absorber.

In another aspect, a method of providing electrical charge to a vehicleis disclosed. The method comprises rotating a driven mass in response toa kinetic energy of the vehicle, the driven mass coupled to a shaft suchthat rotation of the driven mass causes the shaft to rotate, generating,via generator, an electrical output at a generator output terminal ofthe generator based on a mechanical input, the mechanical inputmechanically coupled to the shaft such that rotation of the shaft causesthe mechanical input to rotate, conveying a first portion of theelectrical output generated by the generator to a capacitor moduleselectively and electrically coupled to the generator output terminal,storing the first portion of the electrical output as a first energy inan electric field of the capacitor module, conveying the first energy toa load of the vehicle on demand, conveying a second portion of theelectrical output to a battery module selectively and electricallycoupled to the generator output terminal, storing the second portion ofthe electrical output as a second energy in a chemical energy form, andcontrolling whether the capacitor module, the battery module, or acombination of the capacitor module and the battery module is coupled tothe generator output terminal in response to a received signal.

In some aspects, the mechanical input comprises a flywheel configured tostore mechanical energy received from the driven mass and the flywheelis mechanically coupled to the first side of the one-way bearing,wherein the shaft is coupled to the second side, and wherein the one-waybearing is configured to allow the flywheel rotate independently of theshaft in the first direction of rotation and together with the shaft inthe second direction of rotation. In some aspects, the method furthercomprises supporting, via an independent suspension, the driven mass andthe generator independently from a suspension of the vehicle, whereinthe independent suspension comprises one of a linkage, a spring, and ashock absorber.

In another aspect, an apparatus for providing electrical charge to avehicle is disclosed. The apparatus further comprises a driven massconfigured to rotate in response to a kinetic energy of the vehicle, thedriven mass coupled to a shaft such that rotation of the driven masscauses the shaft to rotate and a generator configured to generate anelectrical output at a generator output terminal based on a mechanicalinput, the mechanical input mechanically coupled to the shaft such thatrotation of the shaft causes the mechanical input to rotate. Theapparatus further comprises a hardware controller configured to: conveyat least a first portion of the electrical output to one of a capacitormodule, a battery, and a motor of the vehicle, each of the capacitormodule, the battery, and the motor selectively coupled to the generatoroutput terminal, disconnect the generator output terminal from thecapacitor module, the battery, and the motor in response to an interruptsignal received, initiate a dump of a residual electrical energy in thegenerator for a period of time, and connect the generator outputterminal to one of the capacitor module, the battery, and the motor ofthe vehicle after the period of time expires. The interrupt signal isgenerated by a controller in response to one or more conditions.

In some aspects, the interrupt signal is received at periodic intervalsdefined based on at least one of a period of time following a previousinterrupt signal, a distance traveled by the vehicle, a speed of thevehicle, and a power generated by the generator. In some aspects, thehardware controller is further configured to dump the residualelectrical energy comprises the hardware controller being configured to:electrically couple the generator output terminal to a dump load for theperiod of time, and disconnect the generator output terminal from thedump load after the period of time passes, wherein the dump loadcomprises one or more of a back-up battery or capacitor.

In another aspect, a method of providing electrical charge to a vehicleis disclosed. The method comprises rotating a driven mass in response toa kinetic energy of the vehicle, the driven mass coupled to a shaft suchthat rotation of the driven mass causes the shaft to rotate, generatingan electrical output at a generator output terminal based on amechanical input, the mechanical input mechanically coupled to the shaftsuch that rotation of the shaft causes the mechanical input to rotate,conveying at least a first portion of the electrical output to one of acapacitor module, a battery, and a motor of the vehicle selectivelycoupled to the generator output terminal, disconnecting the generatoroutput terminal from the capacitor module, the battery, and the motor inresponse to an interrupt signal received, dumping a residual electricalenergy in the generator for a period of time, and connecting thegenerator output terminal to one of the capacitor module, the battery,and the motor of the vehicle after the period of time expires, whereinthe interrupt signal is generated by a controller in response to one ormore conditions.

In some aspects, the interrupt signal is received at periodic intervalsdefined based on at least one of a period of time following a previousinterrupt signal, a distance traveled by the vehicle, a speed of thevehicle, and a power generated by the generator. In some aspects, umpingthe residual electrical energy comprises: electrically coupling thegenerator output terminal to a dump load for the period of time anddisconnecting the generator output terminal from the dump load after theperiod of time passes, wherein the dump load comprises one or more of aback-up battery or capacitor.

In another aspect, an apparatus for providing electrical charge to avehicle is disclosed. The apparatus comprises a motor configured toplace the vehicle in motion, a driven mass configured to rotate inresponse to a kinetic energy of the vehicle generated when the vehicleis in motion, the driven mass coupled to a shaft such that rotation ofthe driven mass causes the shaft to rotate, and a generator configuredto generate an electrical output at a generator output terminal based onrotation of a mechanical input, the mechanical input mechanicallycoupled to the shaft such that rotation of the shaft causes themechanical input to rotate. The apparatus further comprises a capacitormodule selectively and electrically coupled to the generator outputterminal and configured to: receive a portion of the electrical outputgenerated by the generator, store the portion of the electrical outputas an electric field of the capacitor module when the battery has acharge that exceeds a threshold value, and convey the first energy to aload of the vehicle on demand. The apparatus further comprises ahardware controller configured to control the motor, the generator, andcoupling of the capacitor module to the generator module, wherein theelectrical output generated is greater than or equal to a consumption ofthe motor of the vehicle when the vehicle is in motion.

In another aspect, a method of providing electrical charge to a vehicleis disclosed. The method comprises rotating a driven mass in response toa kinetic energy of the vehicle, the driven mass coupled to a shaft suchthat rotation of the driven mass causes the shaft to rotate, generating,by a generator, an electrical output at a generator output terminalbased on rotation of a mechanical input, the mechanical inputmechanically coupled to the shaft such that rotation of the shaft causesthe mechanical input to rotate, conveying a portion of the electricaloutput to a capacitor module selectively coupled to the generator outputterminal with a battery of the vehicle, and storing the portion of theelectrical output in the capacitor module when the battery has a chargethat exceeds a threshold value, wherein the electrical output generatedby the generator is greater than or equal to a consumption of a motor ofthe vehicle when the vehicle in motion.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagram of an exemplary battery electric vehicle (BEV).

FIG. 2 is a diagram of an exemplary “fifth” wheel configured to drive orpower an on-board charging system (OBCS) capable of charging an energystorage device of the BEV of FIG. 1.

FIG. 3 is a diagram of the fifth wheel of FIG. 2 mechanically coupled totwo generators that convert a mechanical rotation of the fifth wheelinto electrical energy outputs.

FIG. 4 is an alternate view of the two generators of FIG. 3 and cablingthat couples the generators to a mobile battery charger coupled to acharging port for the BEV.

FIG. 5 is a diagram of the exemplary BEV of FIG. 1 incorporating one ormore capacitor modules as a supplemental and/or intermediate energystorage device.

FIG. 6 is a diagram of the coupling of the fifth wheel and the twogenerators of FIG. 3 with the addition of a capacitor module into thecharging system of the BEV.

FIG. 7 is an alternate fifth wheel system illustrating the fifth wheelof FIG. 2 mechanically coupled to a generation unit that converts amechanical rotation of the fifth wheel into an electrical energy output.

FIGS. 8A and 8B provide additional views of the alternate fifth wheelsystem of FIG. 7.

FIG. 9 illustrates a close-up view of the stabilization bracket betweenthe generation unit and the flywheel of FIG. 7.

FIGS. 10A-10P are screenshots of an interface that presents variousvariables that are monitored during operation of the EV with an exampleembodiment of the OBCS described herein.

FIGS. 11A-11B depict different views of an example embodiment ofcomponents of a bearing support that supports a rotating element, thebearing support including a bearing enclosure and a bearing assembly.

FIG. 12A-12C depict different views of the bearing assembly of FIGS.11A-11B, including a plurality of bearings, a bearing spacer, and ashaft.

FIG. 13 shows a top-down view of the bearing spacer of the bearingassembly of FIGS. 11A-12C.

FIGS. 14A-14C show different views of a partial construction of thebearing assembly of FIGS. 12A-12C, the partial construction including afirst bearing, the bearing spacer, and the shaft.

The various features illustrated in the drawings may not be drawn toscale. Accordingly, the dimensions of the various features may bearbitrarily expanded or reduced for clarity. In addition, some of thedrawings may not depict all of the components of a given system, methodor device. Finally, like reference numerals may be used to denote likefeatures throughout the specification and figures.

DETAILED DESCRIPTION

The detailed description set forth below in connection with the appendeddrawings is intended as a description of exemplary embodiments and isnot intended to represent the only embodiments in which the inventionmay be practiced. The term “exemplary” used throughout this descriptionmeans “serving as an example, instance, or illustration,” and should notnecessarily be construed as preferred or advantageous over otherexemplary embodiments. The detailed description includes specificdetails for providing a thorough understanding of the exemplaryembodiments. In some instances, some devices are shown in block diagramform.

An electric vehicle (EV) is used herein to describe a vehicle thatincludes, as at least part of its locomotion capabilities, electricalpower derived from energy sources (e.g., one or more energy generationdevices and energy storage devices, for example rechargeableelectrochemical cells, capacitors, ultra-capacitors, other types ofbatteries, and other energy storage devices). In some embodiments,capacitor (or ultra-capacitor modules) may be ideal replacements for thebattery 102 where long term storage for energy generated by thegenerators 302 a and 302 b is not needed but an ability to quickly storeand discharge large amounts of energy is desired. As non-limitingexamples, some EVs may be hybrid electric vehicles (HEVs) that include,besides electric motors, one or more batteries, and a traditionalcombustion engine for direct locomotion or to charge the vehicle'sbattery. Other EVs, for example battery electric vehicles (BEVs), maydraw all locomotion capability from electrical power stored in abattery. An EV is not limited to an automobile and may includemotorcycles, carts, scooters, buses, and the like. Additionally, EVs arenot limited to any particular energy source (e.g., energy storage sourceor generation source) or to when the electricity is received from theenergy source (for example, when the EV is at rest or in motion).

Current EVs, whether HEVs or BEVs, may be charged using stationarycharging stations. Such stationary charging stations may be installed athome or in public locations, such as public parking lots, alongroadways, and so forth. These stationary charging stations may usecables that couple to the EVs to convey charging power between the EVsand the stationary charging stations and/or use wireless transfertechnologies to wirelessly convey charging power between the EVs and thestationary charging stations. The “stationary” aspect of chargingstations may refer to the static nature of the charging stationsthemselves. For example, such stationary charging stations themselvesare generally permanently (or semi-permanently) installed in fixedlocations because of needed power feeds required to provide electricityto the charging stations (for example, a connection to a home panel forthe home installation) and, therefore, require power from a power grid,thereby increasing burdens on the power grid. In some embodiments, theEVs themselves receive a charge from the stationary charging stationswhile the EVs are stationary (for example, parked in a parking spot) orin motion (for example, driving over or in proximity of one or morewireless charging components of the stationary charging stations whilethe EVs are in motion).

In some embodiments, an EV owner may utilize a generator to charge theEV. For example, the generator is a mobile generator that the EV owneris able to transport to various locations in order to charge the EV. Insome embodiments, such mobile generators provide a charge to the EV whenthe EV does not have sufficient power to drive to a stationary chargingstation or to provide any charge at a location where a stationarycharging station is not available. Additionally, or alternatively, themobile generator may provide charging to the EV while the EV is inmotion. However, such mobile generators often utilize gasoline or otherfuels to generate electricity from a chemical and/or mechanicalreaction. Therefore, use of the mobile generators may involvetransporting the fuel for the generator and/or waiting for a chargeprovided by the mobile generators and generation of harmful byproductsthat must be exhausted from the vehicle. Additionally, the mobilegenerators are generally unable to provide a charge at a rate greaterthan charge used to drive the EV. For example, the mobile generator isonly able to provide hourly charging rates at the equivalent ofproviding electricity to allow the EV to travel between 4 miles and 25miles while the moving EV will generally consume more electricity thanthis in an hour of travel. Such charging rates would be insufficient tomaintain motion of the EV during use. Alternatively, or additionally,the EV owner may use a portable battery charger or other portable energystorage device that is able to transfer energy to the EV when the EV isunable to drive to a stationary charging station. Such use of portablebattery chargers may involve similar constraints as the mobilegenerators, such as charge transfer times, and so forth. The user mayalso use regenerative braking or regenerative driving (for example,generating electricity while the vehicle is in motion and notnecessarily braking) to charge or power the EV. For example, aregenerative driving system may generate electricity based on movementof one or more vehicle components that is moving or driven while the EVis moving.

Accordingly, the disclosure described in more detail herein provides anon-board charging system (OBCS) that charges the energy storage device(for example, the battery, the battery array, the energy containmentdevice, or similar) or provides electricity directly to motors of the EVwhile the EV is in motion (or generally traveling) at a charging ratesufficient to enable significant, continued use of the EV while the EVis charging. Some embodiments incorporate a battery charger or othergenerator that is capable of providing charge to the energy storagedevice of the EV or the motors of the EV at a rate greater than thatwhich the EV is able to discharge the energy storage device. The OBCSmay be mobile in the sense that is moves with the EV while being fixedlyattached to the EV. Alternatively, or additionally, the OBCS may beremovable from the EV and portable to other EVs, and so forth. In someembodiments, the OBCS provides stable and consistent power on demand forthe EV, thereby extending a travel range of the EV. The EV (for example,via a controller and/or communications with the OBCS) may request theOBCS to charge the EV by providing the electrical power needed at anygiven moment. This may be, and in fact is intended to be, a cyclicalprocess as the EV drains its energy storage device and requestsadditional charge from the OBCS. Alternatively, the EV may communicatewith the OBCS to provide electrical power directly to the motors of theEV, bypassing the energy storage device of the EV. The OBCS may reducereliance of charging of EVs using grid charging and may significantlyreduce the mining of fossil fuels and resulting carbon emissions.

Further details regarding the OBCS and its integration with the EV areprovided below with reference to FIGS. 1-14C and correspondingdescription.

FIG. 1 is a diagram of an exemplary battery electric vehicle (BEV) 100,in accordance with an exemplary embodiment. The BEV 100 includes, amongother components shown, a battery 102, at least one electric motor 104,a plurality of wheels 106, and a frame or body 108. The battery 102 mayinclude a plurality of individual battery units or modules and may storeenergy used to drive the at least one electric motor 104. In someembodiments, the individual battery units may be coupled in series toprovide a greater voltage for the battery 102 than an individual batteryunit. In some embodiments, the battery 102 includes any other charge orenergy storage or containment device. In some embodiments, the battery102 is coupled to a controller (not shown, for example the EVcontroller) configured to monitor a charge state or a charge value ofthe battery 102. The controller may provide controls for how the battery102 is charged or discharged and may provide various signals,interlocks, and so forth with respect to the battery 102. For example,the controller may limit charging of the battery 102 in certain weatherconditions, vehicle conditions or states, or based on one or moreinterlocks (such as when a charging port door is left open, and soforth).

In some embodiments, each of the battery units (and the battery 102 as awhole) may exist in one of a plurality of charge states, including afully charged state, a fully discharged state, a charging state, asufficient charge state, a discharging state, and a charge desiredstate, among others. The controller, based on its monitoring of thecharge states of the individual battery units and the battery 102 and/ora voltage of the battery 102, may allow the battery 102 to provide powerto a load, for example the motor 104, request charging of the battery102, or prevent one or more of charging and/or discharging of thebattery 102 based on the charge states. Thus, if the battery 102 isdischarged below a threshold charge value (for example, if the battery102 is in the charge desired state), then the controller may preventfurther discharge of the battery 102 and/or request that the battery 102be charged. Alternatively, or additionally, if the battery 102 isreceiving charge from a charger and the charge value of the battery 102exceeds a threshold full charge value (for example, if the battery 102is in the fully charged state), then the controller may prevent furthercharging of the battery 102.

The battery 102 provides electrical energy to the at least one motor104. The at least one motor 104 converts the electrical energy tomechanical energy to rotate one or more of the plurality of wheels 106,thus causing the BEV 100 to move. In some embodiments, the at least onemotor 104 is coupled to two or more of the plurality of wheels 106. Insome embodiments, the at least one motor 104 includes two motors 104that each power a single wheel 106 of the plurality of wheels 106. Insome embodiments, the controller monitors the state of the at least onemotor 104, for example whether the at least one motor 104 is driving atleast one of the plurality of wheels 106 to cause the BEV 100 to movebased on energy from the battery 102, and so forth. In some embodiments,the controller may monitor a direction in which the at least one wheel106 is rotating.

The BEV 100 may be configured to use the wheel(s) 106, the motor(s) 104,and the battery 102 to charge the battery 102 using regenerative brakingfrom a generative braking system (not shown). Regenerative brakingenables the BEV 100 to capture energy from the rotation of the wheel(s)106 for storage in the battery 102 when the BEV 100 is coasting (forexample, moving with using energy from the battery 102 to power themotor(s) 104 to drive the wheel(s) 106) and/or braking. Regenerativebraking effectively charges the BEV 100 based on kinetic energy of theBEV 100. Effectively, the motor(s) 104 convert the kinetic energy fromthe moving BEV 100 to electrical energy for storage in the battery 102,causing the BEV 100 to slow. In some embodiments, the controller may beused to control operation of the motor(s) 104 efficiently andeffectively to enable regenerative braking when the motor(s) 104 is notbeing used to drive the wheel(s). For example, the controller maydetermine that the motor 104 is not being used to drive thecorresponding wheel 106 and may switch the motor 104 into a regenerativebraking mode or state to capture charge from the movement of the BEV100. In some embodiments, if the controller determines that at least onewheel 106 is rotating at a speed faster than a speed at which it isbeing driving (for example, when the BEV is going down a steep hill),then the controller controls the motor 104 to perform regenerativebraking or otherwise regenerate charge from the movement of the BEV. Insome embodiments, the controller generates one or more alerts fordisplay to a driver or operator of the BEV 100 or communicated to aninternal or external system (for example, about charging needs, batterylevels, regenerative braking, and so forth).

Though not explicitly shown in FIG. 1, the BEV 100 may include acharging port that allows the battery 102 to be connected to a powersource for charging. Often, the charging port allows connection of aplug external to the BEV 100 that is then connected to an external powersource, such as a wall charger, and so forth. In some embodiments,internal wiring couples the charging port to the battery 102 to allowfor charging. Alternatively, or additionally, the BEV 100 includes awireless power antenna configured to receive and/or transmit powerwirelessly. As such, internal wiring couples the wireless power antennato the battery 102 to allow for charging. In some embodiments, theinternal wiring may couple either the charging port and/or the wirelesspower antenna directly to the motor 104. The controller may detect whenthe battery 102 is receiving a charge via the charging port and/or thewireless power antenna.

FIG. 2 is a diagram of an exemplary “fifth” wheel 202 configured todrive or power an on-board charging system (OBCS) 210 capable ofcharging the battery 102 of the BEV 100 of FIG. 1, in accordance with anexemplary embodiment. The fifth wheel 202 as shown is in an extendedstate such that the fifth wheel 202 is in contact with the ground orroad surface and, thus, rotates while the BEV 100 is in motion. Thecontroller may extend or retract the fifth wheel 202 such that the fifthwheel 202 is not always in contact with the ground or road surface. Insome embodiments, the fifth wheel 202 is replaced with or integrated asa small motor or geared component driven by a drive shaft, motor 104,wheel 106, or other driven component of the BEV 100. In someembodiments, the small motor or geared component may include a smallfixed gear electric motor that rotates the shaft at a desirablerotations per minute (RPM). For discussion herein, the fifth wheel 202will be described as being driven when in contact with the ground,though any other means of being driven (for example, the small motor orgeared component driven by a drive shaft) is envisioned. As such, thefifth wheel 202, whether in contact with the ground or integrated withanother drive component within the BEV 100, rotates in response to theBEV 100 being driven to move or otherwise moving. In some embodiments,although the fifth wheel 202 is in contact with the ground, the fifthwheel 202 may not carry a significant portion of weight of the BEV 100.As such, in some embodiments, a minimal or small amount of drag will becreated or caused by the fifth wheel 202. The controller may beconfigured to control the amount of drag that the fifth wheel 202creates (for example, how much pressure the fifth wheel 202 exertsdownward on the road surface.

The fifth wheel 202 is coupled to a drive shaft (herein referred to asthe “shaft”) 206. As the fifth wheel 202 rotates, the shaft 206 alsorotates at a same, similar, or corresponding rate as the fifth wheel202. In some embodiments, the fifth wheel 202 and the shaft 206 may becoupled such that the shaft 206 rotates at a greater or reduced rate ascompared to the fifth wheel 202. In some embodiments, the shaft 206 iscoupled to a support structure 200. The support structure 200 may beattached to the frame or body 108 of the BEV 100 and allow for the fifthwheel 202 to be extended or retracted as needed while supported by theBEV 100. Two sprockets or gears 208 a and 208 b are disposed on theshaft 206 such that when the shaft 206 rotates, the sprockets 208 a and208 b also rotate. In some embodiments, the sprockets 208 a and 208 band the shaft 206 may be coupled such that the sprockets 208 a and 208 brotate at a greater or reduced rate as compared to the shaft 206.

The sprockets 208 a and 208 b engage with a chain, belt, gearing,pulley, or similar device 204 a and 204 b, respectively. The chains 204a and 204 b cause one or more devices (not shown in this figure) coupledvia the chains 204 a and 204 b to rotate at a rate that corresponds tothe rate of rotation of the sprockets 208 a and 208 b. In someembodiments, the one or more devices coupled to the sprockets 208 a and208 b via the chains, gearing, pulley, or similar device 204 a and 204 bare components of or otherwise coupled to the OBCS 210. For example, thedevices to which the sprockets 208 a and 208 b are coupled via thechains (and so forth) 204 a and 204 b provide power (for example, by wayof kinetic energy) to the OBCS 210 to enable the OBCS 210 to charge theBEV 100 while the BEV 100 is in motion. Thus, in some embodiments, thedevices to which the sprockets 208 a and 208 b are coupled via thechains 204 a and 204 b may include generators, alternators, or similarmechanical to electrical energy conversion devices, as described infurther detail below. In some embodiments, the small motor describedabove may act as a fail over motor to drive the shaft driving thegenerators 302 a and 302 b should one of the chains 204 a and 204 bfail.

In some embodiments, the OBCS 210 includes any existing, off the shelfBEV charger or a custom developed BEV charger, such as a level 1electric vehicle charger, a level 2 electric vehicle charger, a level 3electric vehicle charger, and so forth. The OBCS 210 may couple to thecharging port of the BEV 100, thereby allowing the OBCS 210 to chargethe battery 102 of the BEV 100. Alternatively, the OBCS 210 may providecharge wirelessly to the wireless power antenna of the BEV 100. In someembodiments, the OBCS 210 may be used in conjunction with power receivedvia the charging port when the OBCS 210 provides power via the wirelesspower antenna or in conjunction with power received via the wirelesspower antenna when the OBCS 210 provides power via the charging port.Thus, charging by an external system (for example, stationary chargingsystems) may occur in conjunction with charging by the OBCS 210.

The level one charger generates a charge for the battery 102 of the BEV100 based on a 120-volt (V) alternating current (AC) connection, whichis generally referred to as a standard household wall outlet. Chargetimes with the level 1 charger are generally longer than those for otherchargers. Generally, the level one charger may charge the battery 102 ofthe BEV 100 at a rate of 4-8 miles per hour (MPH) of charging. The level2 charger generates the charge for the battery 102 of the BEV 100 basedon a 240V AC connection. Charge times with the level 2 charger aregenerally much quicker than those with the level one charger but slowerthan the level 3 charger. The level 2 charger may generally charge thebattery 102 of the BEV 100 at a rate of 15-30 miles per hour ofcharging. The level 3 charger generates the charge for the battery 102of the BEV 100 based on a 480V direct current (DC) connection. Chargetimes with the level 3 charger are generally much quicker than thosewith the level 2 charger. The level 3 charger may generally charge thebattery 102 of the BEV 100 at a rate of 45+ miles per half-hour ofcharging. Higher level chargers may provide greater levels of energy tothe BEV 100 to allow the battery 102 to be charged at faster rates thaneven the level 3 charger.

In some embodiments, the BEV 100 includes multiple fifth wheels 202,sprockets 208, and/or chains 204 coupling the sprockets 208 to one ormore devices. The one or more fifth wheels 202 and the corresponding oneor more sprockets 208 may rotate with one or more corresponding shafts206. In some embodiments, each fifth wheel 202 is mounted via itsrespective shaft 206 to its own support structure 200. In someembodiments, each fifth wheel 202, when additional fifth wheels 202exist, is coupled to its own energy conversion device(s) through one ormore sprockets 208 and chains 204 that rotate with the correspondingshaft 206 of the additional fifth wheels 202. By including additionalfifth wheels 202, more mechanical energy may be converted to electricalenergy for supply by the OBCS 210 as compared to with a single fifthwheel 202.

FIG. 3 is a diagram of the fifth wheel 202 of FIG. 2 mechanicallycoupled to two generators 302 a and 302 b that convert mechanicalrotation of the fifth wheel 202 into electrical energy outputs, inaccordance with an exemplary embodiment. In some embodiments, thegenerators 302 a and 302 b may be replaced with alternators or similarelectricity generating devices. Each of the generators 302 a and 302 bhas a rotor coupled to a drive pulley 304 a and 304 b, respectively. Thedrive pulley 304 of each generator 302 may rotate, causing thecorresponding rotor to rotate and causing the generators 302 to generatean electrical energy output via a cable (not shown in this figure). Thedrive pulleys 304 a and 304 b are coupled to the fifth wheel 202 via oneof the sprockets 208 a and 208 b and one of the chains 204 a and 204 b,respectively. The cable may supply any generated electrical energyoutput to the OBCS 210 as an input energy to the OBCS 210. In someembodiments, the two generators 302 a and 302 b may be replaced by anynumber of generators 302, from a single generator to many generators. Insome embodiments, the generators 302 may generate AC electricity or DCelectricity, depending on the application. When the generators 302generate AC power, an AC-to-DC converter may be used to condition andconvert the generated electricity for storage. When the generators 302generate DC power, an DC-to-DC converter may be used to condition thegenerated electricity for storage.

As described above, the fifth wheel 202 is designed to rotate when theBEV 100 is in motion and the fifth wheel 202 is extended and/orotherwise in contact with the ground or road surface (or otherwise beingdriven while the BEV is in motion). When the fifth wheel 202 rotates,that rotation causes the shaft 206 to rotate, causing the sprockets 208a and 208 b to also rotate. Accordingly, the chains 204 a and 204 bcoupled to the sprockets 208 a and 208 b move or rotate around thesprockets 208 a and 208 b, respectively. The movement of the chains 204a and 204 b while the BEV 100 is in motion and the fifth wheel 202 is incontact with the ground causes the pulleys 304 a and 304 b of the rotorsof the generators 302 a and 302 b, respectively, to rotate. As describedabove, the rotation of the pulleys 304 of the generators 302 causes therotors of the generators 302 to rotate to cause the generators 302 togenerate the electrical energy output via the cable, where theelectrical energy output corresponds to the mechanical rotation of thepulleys 304. Thus, rotation of the fifth wheel 202 causes the generators302 a and 302 b to generate electrical energy outputs. In someembodiments, the generators 302 a and 302 b (in combination and/orindividually) may generate electrical energy outputs at greater than 400VAC (for example in a range between 120 VAC and 480 VAC) delivering upto or more than 120 kW of power to the OBCS 210. In some embodiments,the power output of the generators 302 a and 302 b, in combinationand/or individually, may range between 1.2 kilowatts (kW) and 120 kW,for example 1.2 kW, 3.3 kW, 6.6 kW, 22 kW, 26 kW, 62.5 kW, and 120 kW,and so forth. In some embodiments, the generators 302 a and 302 bprovide up to or more than 150 kW of power. The power provided by thegenerators may be adjusted by adjusting the particular generators usedor by otherwise limiting an amount of power being delivered from theOBCS 210 to the battery 102 (or similar charge storage devices), asneeded.

In some embodiments, the fifth wheel 202 may be designed to be smallerin diameter than the wheels 106 of the BEV 100. By making the fifthwheel 202 smaller in diameter than the wheels 106 of the BEV 100, thefifth wheel 202 may rotate more revolutions per distance traveled thanthe wheels 106. Accordingly, the fifth wheel 202 rotates at a faster RPMthan the wheels 106. The shaft 206, coupled to the fifth wheel 202, hasa smaller diameter than the fifth wheel 202. The sprockets 208 a and 208b coupled to the shaft 206 have a larger diameter than the shaft 206 buta smaller diameter than the fifth wheel 202. In some embodiments, thediameters of the various components (for example, the fifth wheel 202,the shaft 206 and/or the sprockets 208 a and 208) may be varied tofurther increase the rate of rotation (or rotational speed) of thecorresponding components. In some embodiments, the diameter of the fifthwheel 202 may be reduced further as compared to the wheels 106. In someembodiments, gearing between the fifth wheel 202 and the shaft 206and/or between the shaft 206 and the sprockets 208 a and 208 b mayfurther increase the difference in the rotational rates or speeds of thevarious components as compared to the wheel 106.

As shown in FIG. 3, the pulleys 304 (and the rotors) of the generators302 have a smaller diameter than the sprockets 208. Accordingly, thepulleys 304 may rotate at a faster or greater RPM than the sprockets 208and the fifth wheel 202. Accordingly, the rotors of the generators 302coupled to the pulleys 304 may rotate at a faster RPM (as compared tothe fifth wheel 202) and generate electrical energy that is output tothe OBCS 210 via the cable described above. In some embodiments,adjusting the diameters of the various components described herein tocause the pulleys 304 a and 304 b to rotate at different RPMs and cancause the generators 302 a and 302 b to generate different amounts ofpower for transmission to the OBCS 210 (for example, faster rotation mayresult in more power generated by the generators 302 a and 302 b thanslower rotation). By varying the sizing of the various components, therotors of the generators 302 a and 302 b may rotate at greater orsmaller rotation rates. The greater the rotational rate, the more powerthat is generated by the generators 302 a and 302 b. Thus, to maximizepower generation by the generators 302 a and 302 b, the variouscomponents (for example, the fifth wheel 202, the shaft 206, thesprockets 208, the pulleys 304, and so forth), may be sized to maximizethe rotation rate of and power generated by the generators 302.

In some embodiments, the wheels 106 of the BEV 100 may be between 15″and 22″ in diameter, inclusive. Specifically, the wheels 106 of the BEV100 may be 15″, 16″, 17″, 18″, 19″, 20″, 21″, or 22″ in diameter. Thecorresponding fifth wheel 202 may be between 7″ and 13″, inclusive.Specifically, the fifth wheel 202 may be 7″, 8″, 9″, 10″, 11″, 12″, or13″ in diameter. In some embodiments, the fifth wheel 202 has a diameterselected such that the ratio of the diameter of the wheel 106 to thediameter of the fifth wheel 202 meets a certain threshold value (forexample, 1.5:1, 1.6:1, 1.7:1, 1.8:1, 1.9:1, 2:1, 3:1, 15:1 and soforth). This means that the fifth wheel 202 may rotate at a speed suchthat a ratio of the rotation speed of the fifth wheel 202 to therotation speed of the wheel 106 is the same as the ratio between thediameter of the fifth wheel 202 to the diameter of the wheel 106.

In some embodiments, the sprockets 208 a and 208 b may have a diameterthat is approximately half the diameter of the fifth wheel 202. Forexample, a ratio of the diameter of the fifth wheel 202 to the sprockets208 a and 208 b may be approximately 2:1 such that the sprockets 208 aand 208 b rotate at approximately twice the rotational speed or RPMs asthe fifth wheel 202. More specifically, the diameter of the sprockets208 a and 208 b may be between 3″ and 5″, where the diameter is one of3″, 4″, and 5″. Similarly, the sprockets 208 a and 208 b may have alarger diameter than the pulleys 304 a and 304 b; for example, thepulleys 304 a and 304 b may have diameters of less than 5″ (morespecifically, one or more of 1″, 2″, 3″, 4″, and 5″, inclusive. Theresulting rotation of the pulleys 304 a and 304 b occurs at sufficientlyhigh, sustained speeds or RPMs that the corresponding generators 302 aand 302 b generate electrical power at levels sufficient to energy theOBCS 210 to charge the battery 102 of the BEV 100 while the BEV 100 isin motion.

As the rotors for the generators 302 a and 302 b rotate, they induce amagnetic field within windings in stator coils of the generators 302 aand 302 b. The magnetic field generated within the coils may becontrolled (for example, increased or decreased) by changing a number ofcoils in each of the generators 302 a and 302 b, thus changing thesizing of the generators 302 a and 302 b. The energy generated by thegenerators 302 a and 302 may be varied (for example, increased ordecreased) by introducing and/or changing a number of capacitors orother components utilized in conjunction with the generators 302 a and302 b (for example, within the generators 302 a and 302 b or in seriesdownstream of the generators 302 a and 302 b), and/or by using apermanent magnet coil in the generators 302. The magnetic fieldgenerated within the coils may be directly related to the energy (forexample, a current) generated by the generators 302 a and 302 b. In someembodiments, the magnetic field is related to the torque on thegenerator such that as the torque on the generator increases, themagnetic field rises. As such, to reduce wear and tear on components inthe BEV 100 and to optimize voltage generation, the magnetic field ismanaged as described herein. In some embodiments, when the fifth wheel202 comprises the small motor as described above, the small motor is anAC or DC motor and acts as a fail over device that is coupled directlyto the rotors of the generators 302 such that the small motor is able todrive the generator should the pulley 204, the fifth wheel 202, or otherdevice coupling the fifth wheel 202 to the generators 302 fail.

FIG. 4 is an alternate view of the two generators 302 a and 302 b ofFIG. 3 and cabling 402 a and 402 b that couples the generators 302 a and302 b to a battery charger 403 coupled to a charging port for the BEV100, in accordance with an exemplary embodiment. The generators 302 aand 302 b are shown with cables 402 a and 402 b, respectively, thatcouple the generators 302 a and 302 b to the battery charger 403. TheOBCS 210 may include the battery charger 403 described herein. Thebattery charger 403 may comprise one or more other components orcircuits used to rectify or otherwise condition the electricitygenerated by the generators 302 a and 302 b. For example, the one ormore other components or circuits may comprise one or more of a matchingcircuit, an inverter circuit, a conditioning circuit, a rectifyingcircuit, a conversion circuit, and so forth. The matching circuit maymatching conditions of a load to the source (for example, impedancematching, and so forth). The conversion circuit may comprise a circuitthat converts an alternating current (AC) signal to a direct current(DC) signal, a DC/DC conversion circuit, a DC/AC conversion circuit andso forth. The conditioning circuit may condition a signal input into theconditioning circuit, and the rectifying circuit may rectify signals. Insome embodiments, the support structure 200 may be mounted to the BEV100 with a shock system or springs 404 to assist with reducing impactsof the road, etc., on the BEV 100 and/or the OBCS 210.

In some embodiments, a rate of rotation of seven hundred (700)revolutions or rotations per minute (RPM) for the fifth wheel 202identifies a lowest threshold RPM of the fifth wheel 202 at which thegenerators 302 a and 302 b will provide sufficient electrical power tocharge the battery 102 of the BEV 100 via the OBCS 210. In someembodiments, the fifth wheel 202 may rotate at 3,600 or 10,000 RPM orthe generators 302 a and 302 b (and/or the generator unit 710 describedbelow) may rotate at 3,600 or 10,000 RPM. Furthermore, at or above 700RPMs for the fifth wheel 202, the fifth wheel 202 (and/or any coupledflywheel) may be capable of maintaining its rate of rotation (forexample, the 700 RPMs) even if the fifth wheel 202 it not kept incontact with the ground or road surface while the BEV 100 is moving. Forexample, the fifth wheel 202 may have a driven mass (referenced hereinas “mass”) of between 15 and 75 kilograms (for example, one of 15, 20,25, 30, 35, 40, 45, 50, 55, 60, 65, 70, and 75 kilograms and so forth—orany value therebetween) and the mass may enable the fifth wheel 202 tocontinue to rotate when not driven by the contact with the ground due toinertia of the fifth wheel 202. For example, once the fifth wheel 202reaches at least 700 RPMs, the fifth wheel 202 may be retracted fromcontact with the ground or road surface and continue to rotate at atleast 700 RPMs based on the inertia of the fifth wheel 202 (and/or anycoupled flywheel), enabling the generators 302 a and 302 b to continuegenerating power to charge the battery 102 of the BEV 100 when the fifthwheel 202 is retracted. Furthermore, at fifth wheel 202 RPMs greaterthan or equal to 700 RPMs, the corresponding diameters of the componentsbetween the fifth wheel 202 and the generators 302 a and 302 b (forexample, the sprockets 208 a and 208 b, the pulleys 304 a and 304 b, andso forth) cause the generators 302 a and 302 b to generate sufficientpower (for example, between 1.2 kW and 120 kW or more) to charge thebattery 102 of the BEV 100 using the battery charger 403 at a rate thatis greater than a discharge rate of the battery 102 driving the motor104 and wheels 106 of the BEV 100 to keep the BEV 100 in motion. Thus,at fifth wheel 202 speeds of at least 700 RPM, the generators 302 a and302 b generate sufficient electrical energy to replenish the battery 102as the motors 104 and the wheels 106 move the BEV 100 and drain battery102. Thus, the fifth wheel 202 may be used to regenerate the battery 102while the BEV 100 is in motion, therefore extending a range of the BEV100. In some embodiments, the OBCS 210 enables the harvesting ofmechanical energy from the movement of the BEV 100 before the suchenergy is lost to heat or friction, and so forth. Thus, the OBCS 210, asdescribed herein, may convert kinetic energy that may otherwise be lostto electrical energy for consumption by the BEV 100. In someembodiments, the generators 302 a and/or 302 b may each generate avoltage of up to 580 VAC when driven by the fifth wheel 202, for exampleat the rotational speed of between about 700 and 10,000 RPM.

In some embodiments, the fifth wheel 202 or other small motor may becoupled to a flywheel (not shown in this figure) that is configured togenerate the inertia used to store kinetic energy of the BEV 100. Insome embodiments, the flywheel may be selectively coupled to the fifthwheel 202 or other small motor to allow the flywheel to be selectivelyengaged with the fifth wheel 202, for example when the BEV 100 isslowing down, when the BEV 100 is accelerating, and so forth.Additionally, the flywheel may be coupled to the fifth wheel 202 via aclutch or similar coupling to allow the flywheel to be driven by thefifth wheel 202 or small motor but not allow the flywheel to drive thefifth wheel 202 or small motor. When the flywheel is included, theflywheel may have a mass of between 15 and 75 kilograms (for example,one of 15, 20, 25, 30, 35, 40, 45, 50, 55, 60, 65, 70, and 75 kilogramsand so forth—or any value therebetween).

In some embodiments, the one or more other components or circuits (e.g.,the capacitors, matching, filtering, rectifying, and so forth, circuits)clean, convert, and/or condition the electricity provided by thegenerators 302 a and 302 b before the electricity reaches the batterycharger 403 and/or motor 104. For example, cleaning and/or conditioningthe electricity may comprise filtering the electricity or matching ofvalues between a load and a source. Converting the electricity maycomprise converting an AC signal to a DC signal, or vice versa (forexample, converting an AC signal generated by the generators 302 a and302 b to a DC signal for storage in the battery 102 or similar energystorage device. Cleaning, converting, and/or conditioning theelectricity provided to the battery charger 403 may help maintainoperation of the battery charger 403 and reduce fluctuations in thequality of electricity consumed by the battery charger 403 to charge thebattery 102 or drive the motors 104 or the motors 104 to drive the BEV100. In some embodiments, the battery charger 403 may be selectivelycoupled directly to the motor 104 instead of having to feed electricitythrough the battery 102 to then feed the motor 104. Cleaning the energyprovided to the battery charger 403 or the motor 104 may also reducerisk of damage to the battery charger 403 and/or the motor 104 that maybe caused by the electricity from the generators 302 a and 302 b. Insome embodiments, one or more of the circuits described above may reduceand/or control variance in the electricity generated by the generators302 a and 302 b. Similarly, changes in the generators 302 a and 302 b(for example, inclusion of different circuits in the generators 302 aand 302 b themselves) may cause the generators 302 a and 302 b to reduceand/or control variance of the magnetic fields generated in and theelectricity generated by the generators 302 a and 302 b. In someembodiments, the battery charger 403 may be synchronized with thegenerators 302 a and 302 b (or other similar generator units).

In some embodiments, the extending and retracting of the fifth wheel 202may occur based on communications with the controller that monitors thestate of charge of the battery 102 and/or demand from the motor 104. Forexample, when the controller determines that the battery 102 requires acharge or the motor demands electricity (for example, the BEV 100 isaccelerating), the controller issues a signal to a fifth wheel 202control system that causes the fifth wheel 202 to be extended to be incontact with the ground or road surface while the BEV 100 is in motion.Once the fifth wheel 202 reaches an RPM of at least 700 RPM, the rate ofrotation (for example, the RPMs) of the fifth wheel 202 may becontrolled and/or monitored such that the battery 102 is charged suchthat the charge of the battery 102 is maintained or increased or suchthat the motor 104 is provided with sufficient energy to drive the BEV100. For example, if the controller determines that the battery 102needs to be charged while the BEV 100 is in motion, the controller mayissue the signal to charge the battery 102 to the fifth wheel 202system. This signal may cause the fifth wheel 202 system to extend thefifth wheel 202 to contact the ground or road surface. When the fifthwheel 202 reaches 700 RPM while the BEV 100 is moving, the generators302 a and 302 b generate sufficient electrical energy to charge thebattery 102 at a rate greater than it is being discharged by the motor104 to move the BEV 100 or to feed the motor 104 at a level sufficientto fully drive the BEV 100. As the controller monitors the charge of thebattery 102 or the demand from the motor 104, when the charge level orthe charge state of the battery 102 or the motor demand 104 reaches asecond threshold, the controller may issue a second signal to stopcharging the battery 102 or stop feeding the motor 104. This secondsignal may cause the fifth wheel 202 to be retracted or otherwisedisconnect the feed of electricity from the battery 102 or the motor104.

In some embodiments, retracting the fifth wheel 202 occurs in acontrolled matter. In some embodiments, the fifth wheel 202 continues torotate when it is initially retracted and no longer in contact with theground or road surface. As such, the generators 302 a and 302 b coupledto the fifth wheel 202 continue to generate electrical energy while thefifth wheel 202 continues to rotate based on its inertia. The controllermay issue the second signal before the battery 102 is fully charged soas to not waste any energy generated by the generators 302 a and 302 b.In some embodiments, energy generated by the generators 302 a and 302 bmay be offloaded from the BEV 100, for example to a land-based grid orenergy storage device (for example, a home battery, and so forth).

In some embodiments, the controlled deceleration of the rotation of thefifth wheel 202 when the fifth wheel 202 is retracted occurs due to abrake or similar component that causes the fifth wheel 202 to stoprotating in a controlled manner. In some embodiments, the brake mayinclude a physical brake or other slowing techniques. In someembodiments, the braking of the fifth wheel 202 is regenerative toprovide energy to the battery 102 or the motor 104 while the fifth wheel202 is braking.

In some embodiments, as described above, the fifth wheel 202 extends inresponse to the first signal from the controller requesting that thebattery 102 of the BEV 100 be charged. As noted above, the fifth wheel202 may have a mass that allows the fifth wheel 202 to continue torotate under inertia, etc., when the fifth wheel 202 is retracted and nolonger in contact with the ground or road surface while the BEV is inmotion. In some embodiments, the fifth wheel 202 is coupled to theflywheel or similar component that spins under the inertia, etc., afterthe fifth wheel 202 is retracted from the ground or road surface. Basedon the inertia of the fifth wheel 202 or the flywheel or similarcomponent, mechanical energy may be generated from the movement of theBEV 100 and stored for conversion to electricity (for example, by thegenerators 302 a and 302 b, etc.).

Once the fifth wheel 202 is extended to contact the ground or roadsurface, the fifth wheel 202 begins rotating when the BEV 101 is moving.Due to the smaller size of the fifth wheel 202, as described above, thefifth wheel 202 rotates with more RPMs than the wheels 106 of the BEV100. While the fifth wheel 202 rotates, the sprockets 208 a and 208 bdescribed above also rotate, causing the generators 302 a and 302 b togenerate electrical energy. The continued reduction in diameters ofcomponents between the wheels 106 and the pulleys 304 of the generators302 ensures that the generators 302 rotate at a sufficiently fast rate(RPMs) that they generate power to supply to the OBCS 210, as describedherein. The electrical energy is fed to the OBCS 210, which charges theBEV 100 via the charging port of the BEV 100, or directly to the motor104. The fifth wheel 202 is retracted in response to the second signalfrom the controller, and may or may not continue to rotate and generateelectricity under its inertia.

As described above, due to the mass and other properties of the fifthwheel 202 or the flywheel or similar components, the fifth wheel 202 orthe fly wheel or similar components may continue to rotate or otherwisemaintain some mechanical energy though the fifth wheel 202 is no longerin contact with the ground or road surface while the BEV 100 is moving.In some embodiments, the fifth wheel 202, once it reaches the 700 RPMsdescribed above, is able to maintain its rotation even though the fifthwheel 202 is no longer being “driven” by the ground or road surface whenthe BEV 100 is moving. As such, the generators 302 a and 302 b are ableto continue to generate electrical energy for charging the battery 102or feeding the motor 104 of the BEV 100 via the OBCS 210. In someembodiments, the fifth wheel 202 or the flywheel or similar componentsmay continue to generate mechanical energy that is converted toelectrical energy by the generators 302 a and 302 b until the fifthwheel 202 or flywheel or similar components are stopped using the brakeor similar components, as described above, or until the fifth wheel 202or flywheel or similar components stop rotating due to friction. In someembodiments, the fifth wheel 202 or flywheel may be replaced with ageared motor or similar component that is smaller in diameter than thewheels 106.

In some embodiments, the OBCS 210 includes a second controller thatcommunicates with the controller of the BEV 100. In some embodiments,the second controller is configured to monitor and/or control one ormore of the fifth wheel 202, the generators 302 a and 302 b, and/or theOBCS 210 to control generating a charge for the battery 102 or the motor104. In some embodiments, the second controller may be configured toengage the brake or otherwise control the fifth wheel 202 to slow thefifth wheel 202 in a controlled manner, for example based on whether ornot the OBCS 210 can accept electricity from the generators 302 a and302 b. In some embodiments, the second controller may prevent thebattery 102 from being overcharged by the OBCS 210. In some embodiments,the OBCS 210 may include controls, etc., to prevent overcharging of thebattery 102. In some embodiments, the second controller may beconfigured to disengage a safety or control that would prevent the BEV100 from charging while moving or to control whether and when the OBCS210 provides electricity directly to the motor 104 as opposed to thebattery 102.

In some embodiments, the OBCS 210 includes a circuit breaker, fusedconnection, contactor, or similar electrically or mechanicallyswitchable circuit element or component (not shown) designed to protectdownstream components from the electrical output, for example, an excesscurrent signal. In some embodiments, the circuit breaker is installed inseries between the generators 302 a and 302 b and the battery charger403 or in series between the battery charger 403 and the BEV chargingport. In some embodiments, the circuit breaker is controlled by one ormore of the controller of the BEV or the second controller of the OBCS210 and disconnects downstream components from any upstream components.For example, if the battery 102 reaches a full state while being chargedby the OBCS 210 or the motor 104 stops requesting energy, the BEVcontroller may send a signal to the circuit breaker to open thecircuit/path between so that the battery 102 and/or the motor 104 is nolonger receiving electricity from the OBCS 210. In some embodiments, thecircuit breaker receives the “open” command or signal from the secondcontroller of the OBCS 210, which receives a signal that the battery 102is in the fully charged state or the motor 104 no longer demands energyfrom the BEV controller. In some embodiments, the similar “stopcharging” command may be provided to the OBCS 210 (from one or both ofthe BEV controller and the second controller of the OBCS 210) and theOBCS 210 may stop providing a charge to the BEV based on receipt of sucha command.

In some embodiments, the battery 102 may have an input path by which thebattery 102 is charged and an output path by which the battery 102 isdischarged. In some embodiments, the input path may be similar (forexample, in routing) to the output path. In some embodiments, the inputand output paths may be different (for example, in routing). In someembodiments, the input path includes a single input node by which acharge is received to charge the battery 102. For example, the singleinput node is coupled to the charging port of the BEV 100 and/or theregenerative braking system described above. In some embodiments, theinput path includes a plurality of input nodes individually coupled todifferent charge sources. For example, a first input node is coupled tothe charging port of the BEV 100 while a second input node is coupled tothe regenerative braking port. As other charge sources are introduced,for example a capacitor array, another battery, a range extendinggenerator, or another charge storage device, as described in furtherdetail below, additional input nodes may be added to the battery 102 orthe other charge sources may be coupled to the single input node alongwith the charging port and the regenerative braking system. Similarly,the output path may include a single output node or a plurality ofoutput nodes by which the battery 102 are discharged to one or moreloads, such as the electric motors 104 that move the BEV 100, an DC/ACconverter, or the other battery, capacitor, or charge storage device.

FIG. 5 is a diagram of the exemplary BEV 500 of FIG. 1 incorporating oneor more capacitor modules 502 as a supplemental and/or intermediateenergy storage device. In some embodiments, the capacitor modules 502are disposed alongside the battery 102. The capacitor modules 502 andthe battery 102 are electrically coupled to at least one deep cyclebattery 504. The capacitor modules 502 and the deep cycle battery 504may be coupled to a DC-to-DC converter 506 that the battery 102 providesenergy to the capacitor modules 502 and/or to the deep cycle battery 504and vice versa.

The battery 102 (for example, battery energy storage devices) asdescribed herein generally store energy electrochemically. As such, achemical reaction causes the release of energy (for example,electricity) that can be utilized in an electric circuit (for example,any of the circuits or motors described herein). In some embodiments,the battery 102 that is predominantly used in BEVs 500 is a lithium ionbattery. Lithium ion batteries use lithium ion chemical reactions todischarge and charge the batteries. Due to the corresponding chemicalprocesses associated with the charging and discharging, the charging anddischarging of the battery 102 may be relatively time consuming.Additionally, the charging and discharging of the battery 102 maydegrade the chemical components (for example, the lithium) within thebattery 102. However, the battery 102 is capable of storing largeamounts of energy and, thus, have high energy densities.

An alternative energy storage device is the capacitor (for example,supercapacitor and/or ultracapacitor) module 502 or energy storagedevice. The capacitor module 502 may store energy electrostaticallyinstead of chemically. The capacitor module 502 may be charged and/ordischarged more quickly than the battery 102. The capacitor module 502may be smaller in size than the corresponding battery 102 and, thus, mayhave a higher power density as compared to the corresponding battery102. However, while the capacitor module 502 may be charged and/ordischarged more quickly than the corresponding battery 102, thecapacitor module 102 may have a lower energy density as compared to thebattery 102. As such, for the capacitor module 502 to have acorresponding energy density as compared to the corresponding battery102, the capacitor module 502 will have to be physically much largerthan the corresponding battery 102.

In some embodiments, the capacitor modules 502 may be used incombination with the battery 102. For example, as shown in FIG. 5, theBEV 500 may include one or more the capacitor modules 502 installedalongside the battery 102. In some embodiments, the BEV 500 includes aplurality of capacitor modules 502. In some embodiments, one or morebatteries 102 are replaced with one or more capacitor modules 502. Asshown, the capacitor modules 502 may be connected in series or inparallel with the battery 102, dependent on the use case. For example,the capacitor modules 502 may be connected in series or parallel withthe battery 102 when supplementing the voltage in the battery 102 orwhen charging the battery 102 and/or the capacitor modules 502.Therefore, the battery 102 and the capacitor modules 502 may providevoltage support to each other. As such, the capacitor modules 502 mayprovide supplemental energy when the battery 102 are discharged or beused in place of the battery 102 altogether.

In some embodiments, the capacitor modules 502 provide a burst of energyon demand to the battery 102 or to the motor 104. For example, thecapacitor modules 502 are coupled to the vehicle (or another) controllerthat monitors a charge level of the battery 102 and/or an energy demandof the motors 104. The controller may control coupling of the capacitormodules 502 to the battery 102 to charge the battery 102 with the burstof energy from the capacitor modules 502 when the charge level of thebattery 102 falls below a threshold value or may couple the capacitormodules 502 of the battery 102 to supplement an output energy of thebattery 102.

The deep cycle battery 504 may be disposed at any location in the BEV500 such that the deep cycle battery 504 is electrically coupled to thecapacitor modules 502, the battery 102, and the generators 302 a and 302b. The deep cycle battery 504 (or the battery 102 or the capacitormodule 502) may provide a sink or destination for excess energygenerated by the generator 302 a and 302 b. For example, when thegenerators 302 a and/or 302 b generate energy and the capacitor modules502 and the battery 102 are fully charged and/or otherwise unable toaccept additional charge, the excess energy generated by the generators302 and/or 302 b may be stored in the deep cycle battery 504. Thisexcess energy may then be fed back into the generators 302 a and 302 bor back into the battery 102 and/or the capacitor modules 502. In someembodiments, when excess energy overflows to the deep cycle battery 504,the deep cycle battery 504 provides backup power to the BEV 500 and/orprovide power to any components of the BEV 500, for example providingstarting assistance if needed. As such, the deep cycle battery 504 maybe coupled to the battery 102 and the capacitor modules 502 in areconfigurable manner such that the deep cycle battery 504 may be usedfor storage of the overflow energy but also be connected to providepower to the battery 102 and/or the capacitor modules 502. In someembodiments, the deep cycle battery 504 provides load balancing to thebattery 102 and/or the capacitor modules 502. In some embodiments, thecapacitor modules 502 and/or the deep cycle battery 504 feeds power backto the generators 302 a and 302 b and/or directly into one of thebattery 102 and/or the capacitor modules 502. In some embodiments, thedeep cycle battery 504 couples directly to a load of the BEV 500. Thus,in some embodiments, one or more components of the BEV 500 (for example,one or more motors 104, the drivetrain, auxiliary systems, heat,ventilation, and air conditioning (HVAC) systems, and so forth) receivespower from one or more of the battery 102, the capacitor modules 502,and the deep cycle battery 504. In some embodiments, when the generators302 a and/or 302 b generate energy and the battery 102 is fully chargedand/or otherwise unable to accept additional charge and the motors 104do not need any energy, the energy generated by the generators 302 a and302 b may be excess energy. This excess energy may be stored in thecapacitor module 502. This excess energy may then be fed back into thegenerators 302 a and 302 b or back into the battery 102 and/or the motor104. In some embodiments, when excess energy overflows to the capacitormodule 502, the capacitor module 502 provides backup power to the BEV500 and/or provides power to any components of the BEV 500, for exampleproviding starting assistance if needed.

The DC-to-DC converter 506 may provide energy conversion between thegenerators 302 and one or more of the capacitor modules 502 and the deepcycle battery 504. In some embodiments, the DC-to-DC converter 506 isintegrated with the OBCS 210. For example, the DC-to-DC converter 506 isa component of the OBCS 210 that provides voltage conversion to chargethe battery 102 and also charge the capacitor modules 502 and/or thedeep cycle battery 504. In some embodiments, the deep cycle battery 504and the capacitor modules 502 are not coupled to the OBCS 210 andinstead receive their energy directly from the generators 302, forexample via the DC-to-DC converter 506. In some embodiments, theDC-to-DC converter 506 may comprise one or more components in thebattery charger 403.

As shown in FIG. 5, the various components of the BEV 500 are integratedsuch that power generated by the fifth wheel 202 or a similar energygeneration, regeneration, or recovery system (for example, regenerativebraking, solar panels, and so forth) is stored in any of the battery102, the capacitor modules 502, and the deep cycle battery 504. In someembodiments, the deep cycle battery 504 and/or the capacitor modules 502provide load balancing for the battery 102, and vice versa. As such, thedeep cycle battery 504 and/or the capacitor modules 502 may be coupled(in a switchable manner) to both the output of the generators 302 (viathe DC-to-DC converter 506 and/or the OBCS 210) and also the input ofthe generators 302. Alternatively, the deep cycle battery 504 and/or thecapacitor module 502 couples (in a switchable manner) to both the outputof the battery 102 and also the input of the battery 102. In someembodiments, the outputs of the deep cycle battery 504 and the capacitormodules 502 couple with the generators 302 a and 302 b to ensure thatthe battery 102 is charged with a sufficient voltage level.

FIG. 6 is a diagram of the coupling of the fifth wheel 202 and the twogenerators 302 a and 302 b of FIG. 3 with the addition of a capacitormodule 502 into the charging system of the BEV 100/500. As shown, one ormore of the capacitor modules 502 described above may be located and/orpositioned as shown in FIG. 6. As described herein, the capacitor module502 may be used to store energy for delivery to the battery 102 or themotor 104.

FIG. 7 is an alternate fifth wheel system 700 illustrating the fifthwheel of FIG. 2 mechanically coupled to a generation unit 710 thatconverts a mechanical rotation of the fifth wheel into an electricalenergy output to the BEV 100, for example the battery 102 or thecapacitor module 502. In some embodiments, the OBCS 210 described hereincomprises the generation unit 710 (for example, instead of or inaddition to the generators 302 a and 302 b described above). Thegeneration unit 710 and the generators 302 a and 302 b may be usedinterchangeably herein. In some embodiments, the generation unit 710 maybe directly coupled to the battery 102, the capacitor module 502, and/orthe motor 104. The system 700 includes the fifth wheel 202 as supportedby the support structure 200 as shown in FIG. 2. In some embodiments,the support structure 200 includes an independent suspension system 702that enables the fifth wheel 202 and the corresponding componentscoupled to the fifth wheel 202 to move vertically and/or horizontallyrelative to the ground or the road surface or the BEV 100 to react orrespond to variations in the road or road surface. The independentsuspension 702 may operate independently of the suspension of the BEV100, thus allowing the fifth wheel 202 and corresponding components tomove differently from the BEV 100, allowing the fifth wheel system 700to “float freely” relative to the BEV 100. The independent suspension702 may help protect the components coupled to the fifth wheel 202 (forexample, the components shown in FIG. 7) by reducing the effects of thevariations in the road or road surface to the components. In someembodiments, the independent suspension 702 includes one or more shocks,struts, linkages, springs, shock absorbers, or similar components thathelp enable, compensate for, and/or reduce the vertical and/orhorizontal movement of the fifth wheel 202 and coupled components. Insome embodiments, the independent suspension 702 also includes variouscomponents that improve stability of the components of the OBCS 210described herein. For example, the independent suspension 702 mayinclude a stabilization bracket 712 disposed between a flywheel 708 anda generation unit 710, described in more detail below. The stabilizationbracket 712 disposed between the flywheel 708 and the generation unit710 may provide stabilizing supports between two components that move orhave moving parts. The generation unit 710 may include the generator 302described above or an alternator or any corresponding component(s) thatgenerate electricity from mechanical energy. The generation unit 710 mayharvest the mechanical/kinetic energy from the movement of the BEV 100(or from the inertia caused by the movement of the BEV 100) prior to abuild-up of friction or heat or other conditions that may otherwisecause energy to be lost by the BEV 100 (for example, to the heat orother conditions), thereby saving and storing energy that wouldotherwise be lost or wasted.

The alternate system 700 further may include the fifth wheel 202configured to rotate or spin on the shaft 206. As described above, therotation of the fifth wheel 202 causes the shaft 206 to rotate andfurther causes the sprocket 208 and chain 204 to rotate. The chain 204is coupled to a second shaft 704, for example via a second pulley orsprocket 709 rotated by the chain 204. In some embodiments, the shaft206 is coupled to the second shaft 704 via another means, for example adirect coupling, a geared coupling, and so forth. In some embodiments,the sprockets 208 and 709 (or similar components) and so forth may besized to allow for balancing of rotational speeds between the variouscomponents. For example, the sprockets 208 on the shaft 206 andcorresponding sprockets or gearing on the second shaft 704 are sized tobalance rotations between the fifth wheel 202 and the generation unit710. In some embodiments, the sizing for the sprockets 208 and 709 (andsimilar components) is selected to control the electricity generated bythe generation unit 710.

In some embodiments, the second shaft 704 includes a one-way bearing 706(shown in FIG. 8A) or similar component that allows a first portion ofthe second shaft 704 to rotate at least partially independently of asecond portion of the second shaft 704. The first portion of the secondshaft 704 may be mechanically coupled to the shaft 206 (for example, viathe chain 204, the sprocket 709, and the sprocket 208 or anothermechanical coupling means). The second portion of the second shaft 704may be mechanically coupled to the flywheel 708 or other mass andfurther coupled to the generation unit 710. The flywheel 708, asdescribed above, may be configured to store kinetic energy generated bythe rotation of the fifth wheel 202 and the second shaft 704. Thegeneration unit 710 may convert the mechanical kinetic energy of theflywheel 708 into electrical energy for storage in the battery 102,capacitor module 502, or other energy storage device or conveyance tothe motor 104 of FIG. 1.

The one-way bearing 706 may enable the first portion of the second shaft704 to cause the second portion rotate while preventing the secondportion from causing the first portion to rotate. Thus, the fifth wheel202 may cause the flywheel 708 to rotate but the rotation of theflywheel 708 may have no impact on the rotation or movement of the fifthwheel 202, the shaft 206, and the sprocket 208, and the chain 204.Furthermore, due to the one-way bearing 706, the flywheel 708 continuesto rotate even if the fifth-wheel 202 slows or stops rotating. In someembodiments, the flywheel 708 includes a mass of approximately 25kilograms (kg). This mass may vary based on the specifics of the BEV 100and the generation unit 710. For example, the flywheel 708 can have amass of as little as 15 kg or as much as 75 kg, as described above. Themass of the flywheel 708 may allow the inertia of the rotating flywheel708 to continue rotating when the fifth-wheel 202 slows or stops. Theinertia may cause the flywheel 708 to rotate with sufficient speedand/or duration to cause the generation unit 710 to generate more thanan unsubstantially amount of electrical energy. For example, theflywheel 708 mass of approximately 25 kg allows the flywheel 708 tocontinue rotating for a number of minutes after the fifth wheel 202stops rotating. For example, if the fifth wheel 202 slows to a stop froma speed of rotating at approximately 60 miles per hour (mph) in thirtyseconds, the inertia of the flywheel 708 may allow the flywheel 708 tocontinue to rotate for an additional five to ten minutes (for example,enabling the flywheel 708 to slow to a stop from the speed of 60 mph inthe five or ten minutes). Thus, the inertia of the rotating flywheel 708may enable the generation unit 710 to continue to generate electricalenergy at a greater rate for a longer period of time than if thegeneration unit 710 is directly coupled to the fifth wheel 202. In someembodiments, the mass of the flywheel 708 may be selected based on adesired time for the flywheel 708 to continue to rotate after the fifthwheel 202 stops rotating. For example, if the flywheel 708 is tocontinue rotating for thirty minutes after the fifth wheel 202 stopsrotating, then the flywheel 708 may be given a mass of 50 kg. In someembodiments, the one-way bearing 706, the second shaft 704, and theflywheel 708 are designed and assembled such that friction and/or otherresistance to the rotation of these components is minimized or reducedto enable a maximum amount of kinetic energy from the rotation of thefifth wheel 202 to be converted into electrical energy by the generationunit 710.

Thus, the use of the one-way bearing 706 may enable the generation unit710 to continue to generate electricity for the battery 102, thecapacitor module 502, and/or the motor 104 when the BEV 100 slows orcomes to a physical stop (for example, when the BEV slows its momentumor stops moving). The one-way bearing 706 may include a first side thatrotates or spins independently of a second side. The first and secondsides may be coaxial. The flywheel 708 may be connected on the firstside of the one-way bearing 706 and the first portion of the secondshaft 704 may be connected on the second side of the one-way bearing706. Thus, the generation unit 710 may continue to generate electricalenergy at a high rate even as the BEV 100 slows or is stopped. In someembodiments, the second shaft 704 includes multiple one-way bearings 706that allow the second shaft 704 to support multiple flywheels 708 thatcan independently drive one or more generation units 710, therebyallowing the inertia of the flywheels 708 to generate larger amounts ofelectrical energy (not shown these figures).

In some embodiments, instead of or in addition to the second shaft 704including the first portion and the second portion, the one-way bearing706 couples directly to the flywheel 708 which is coupled directly tothe generation unit 710. Thus, the second shaft 704 may include a singleportion where the one-way bearing 706 allows the directly coupledflywheel 708 to continue rotating even when the fifth wheel 202 slows oris not rotating. As the flywheel 708 is directly coupled to thegeneration unit 710, the generation unit 710 is also able to continuegenerating the electrical energy based on the rotation of the flywheel708 when the fifth wheel 202 slows or stops rotating. Further details ofhow the flywheel 708 and the generation unit 710 are coupled areprovided below.

The generation unit 710 may be electrically coupled to a capacitor (forexample, one of the capacitor modules 502), the battery 102, the motor104, and/or a cut-off switch. The cut-off switch may disconnect theoutput of the generation unit 710 from the capacitor, the battery 102,and/or the motor 104 such that electrical energy generated by thegeneration unit 710 may be transferred to the battery 102, the capacitormodule 502, or to the motors 104 as needed. In some embodiments, thecut-off switch can be controlled by an operator or the controller of theBEV 100 or the second controller of the OBCS 210. For example, thecontroller of the BEV 100 or the OBCS 210 may receive, identify, and/ordetermine an interrupt signal to initiate the dump. In response to theinterrupt signal, the controller may disconnect the output of thegeneration unit 710 from the battery 102, the capacitor module 502,and/or the motor 104. Disconnecting the output of the generation unit710 from the capacitor, the battery 102, and/or the motor 104 may ensurethat any residual electrical energy in one or more components of theOBCS 210 (for example, the generation unit 710) is transferred or“dumped” to the battery 102 and/or the capacitor module 502 andtherefore control a supply of back-up high voltage. In some embodiments,during the dump, the output of the generation unit 710 may be connectedto a dump load or similar destination when disconnected from thecapacitor module 502, the battery 102, and/or the motor 104 to preventdamage to any coupled electrical components. In some embodiments, thedump load may comprise a back-up battery, capacitor, or similar energystorage device. In some embodiments, the voltage dump may occur for aperiod of time and/or at periodic intervals defined by one or more of atime for example since a previous dump, a distance traveled by thevehicle for example since the previous dump, a speed of the vehicle forexample since the previous dump, and a power generated and/or output bythe generation unit 710, for example since the previous dump. After thedump is complete (for example, the period of time expires), then thecontroller may disconnect the dump load from the generation unit output(for example, at a generation unit terminal) and reconnect the battery102, the capacitor module 502, and the motor 104.

In some embodiments, the voltage dump may comprise opening a contactorthat is positioned downstream of the generation unit 710 or thegenerators 302. Opening the contactor may disconnect the generation unit710 or the generators 302 from the downstream components (for example,the load components for the generation unit 710 or the generators 302).In some embodiments, the controls for initiating and/or deactivating thedump are conveniently located for the vehicle operator to access orcoupled to the controller for the BEV 100.

In some embodiments, the generation unit 710 outputs the generatedelectrical energy in pulses or with a constant signal. For example, theoperator or the controller of the BEV 100 or the second controller ofthe OBCS 210 In some embodiments, the generation unit 710 is switchablebetween outputting the electrical energy in pulses or in the constantsignal. The operator may control whether the output is pulsed orconstant or the OBCS 210 may automatically control whether the output ispulsed or constant without operator intervention based on currentdemands of the BEV 100 and so forth. In some embodiments, when theoutput is pulsed, the operator and/or the OBCS 210 can control aspectsof the pulsed signal, including a frequency of the pulse, an amplitudeof the pulse, a duration of each pulse, and so forth. Similarly, whenthe output is constant, the operator and/or the OBCS 210 may controlaspects of the constant signal, including a duration of the signal andan amplitude of the signal.

In some embodiments, the operator of the BEV 100 can control the heightof the fifth wheel 202. For example, the operator determines when tolower the fifth wheel 202 so that it is in contact with the road or aroad surface, thereby causing the fifth wheel 202 to rotate. Theoperator may have controls for whether the fifth wheel 202 is in araised position, where it is not in contact with the road, or in alowered position, where it is in contact with the road. Additionally, oralternatively, the operator may have options to control specifics of theraised or lowered position, for example how low to position the fifthwheel 202. Such controls may allow the operator to control the amount offorce that the fifth wheel 202 provides on the road or road surface,which may impact the electrical energy generated by the OBCS 210. Forexample, when the fifth wheel 202 is pressing down on the road surfacewith a large amount of force, then this force may create more resistanceagainst the fifth wheel 202 rotating when the BEV 100 is moving, therebyreducing the electrical energy generated by the OBCS 210. On the otherhand, when the force on the fifth wheel 202 is small amount of force,then the fifth wheel 202 may lose contact with the road or road surfacedepending on variations in the road surface, thereby also reducing theelectrical energy generated by the OBCS 210. Thus, the controls mayprovide the operator with the ability to tailor the downward forceexerted by the fifth wheel 202 on the road based on road conditions andbased on the need for power. In some embodiments, the OBCS 210 mayautomatically control the force of the fifth wheel 202 on the road tomaximize electrical energy generation based on monitoring of the roadsurface and electrical energy being generated.

Additionally, the operator of the BEV 100 may choose to extend the fifthwheel 202 so that it contacts the road or retract the fifth wheel 202 sothat it does not contact the road based on draft or drag conditions. Forexample, if the drag increases or is expected to increase based onvarious conditions, the operator may choose to retract the fifth wheel202 or keep the fifth wheel 202 retracted. If the drag decreases or isexpected to decrease based on conditions, then the operator may chooseto extend the fifth wheel 202 or keep it extended. In some embodiments,the OBCS 210 may automatically extend and/or retract the fifth wheel 202based on drag or potential drag conditions without the operator'sinvolvement.

FIGS. 8A and 8B provide additional views of the alternate fifth wheelsystem 700 of FIG. 7. The additional views show details regarding thestabilization bracket 712 disposed between the flywheel 708 and thegeneration unit 710. In some embodiments, the stabilization bracket 712bolts to the support structure 200 described herein. As the supportstructure 200 includes the independent suspension 702, the stabilizationbracket 712 may be protected from sudden movements of the fifth wheel202. The stabilization bracket 712 may provide support for one or bothof the flywheel 708 and the generation unit 710. For example, a driveshaft or similar component may pass from the flywheel 708 to thegeneration unit 710 through the stabilization bracket 712. For example,the generation unit 710 includes an axle or input shaft that, whenrotated, causes the generation unit 710 to generate an electrical energyoutput relative to the rotation of the input shaft. The input shaft ofthe generation unit 710 may pass into and through the stabilizationbracket, as shown in further detail with respect to FIG. 9. The flywheel708 may be directly disposed on the input shaft of the generation unit710 or may otherwise couple to the input shaft of the generation unit710 such that rotation of the flywheel 708 causes the input shaft torotate. Due to the one-way bearing 706, the flywheel 708 continues torotate even if the fifth-wheel 202 slows or stops rotating.

For example, a weight of the flywheel 708 may produce a downward forceon the second shaft 704 and the one-way bearing 706. The stabilizationbracket 712 may provide dual purposes of relieving some of the force onthe one-way bearing 706 and the second shaft 704, thereby extending theoperating lives of one or both of the one-way bearing 706 and the secondshaft 704 as well as reducing vibrations, etc., of the generation unit710, the flywheel 708, the one-way bearing 706, and the second shaft704. The stabilization bracket 712 may keep these components fromshaking during rotation, thereby providing improve stability of thesupport structure 200 as a whole. In some embodiments, the stabilizationbracket 712 includes a hole through which the input shaft of thegeneration unit 710 passes. The hole may include a bearing or similarcomponent that supports the input shaft passing through the hole whilealso reducing or minimizing drag or friction on the input shaft.

In some embodiments, as shown in FIG. 9, which provides a close-up viewof the stabilization bracket 712 between the generation unit 710 and theflywheel 708, the generation unit 712 may be bolted to the stabilizationbracket 712.

FIGS. 10A-10P are screenshots of an interface that presents various datapoints that are monitored during operation of the EV with an exampleembodiment of the generators 302, the generation unit 710, and/or theOBCS 210 described herein. Each of the screenshots of FIGS. 10A-10Pinclude a torque field 1005 indicating a torque value generated by thefifth wheel or similar drive component (e.g., the small motor) for theOBCS 210, measured in Newton-meters (Nm). Each of the screenshots ofFIGS. 10A-10P also include three phase currents for the three-phase ACpower generated by the generators 302 or the generation unit 710. Forexample, a first phase current field 1010 indicates a current value of afirst phase of the three-phase AC power generated by the generators 302or generation unit 710 (and fed to the battery 102, capacitor module502, or motor 104 via the battery charger 403 or similar filtering,conversion, and conditioning circuits). A second phase current 1015field indicates a current value of a second phase of the three-phase ACpower generated by the generators 302 or generation unit 710. A thirdphase current field 1020 indicates a current value of a third phase ofthe three-phase AC power generated by the generators 302 or generationunit 710. Each current value of the first phase current field 1010, thesecond phase current field 1015, and the third phase current field 1020is measured in amps (A).

Each of the screenshots of FIGS. 10A-10P also include a speed field 1025that indicates a rotational speed value of the rotor of the motor (orgenerator 302 or generation unit 710) of the OBCS 210, measured inrotations per minute (RPM). Each of the screenshots of FIGS. 10A-10Palso include a current field 1030 that indicates a current value of acurrent being generated by the OBCS 210 while the motor of the OBCS 210is rotating, the current measured in amps (A). Each of the screenshotsof FIGS. 10A-10P also include a temperature field 1035 that indicates atemperature of the OBCS 210, in Celsius (C). Each of the screenshots ofFIGS. 10A-10P also include a voltage field 1040 that indicates a voltagevalue for a voltage generated by the OBCS 210 after passing throughrectification, conversion, conditioning, and so forth, measured indirect current volts (V DC). In some embodiments, the voltage fieldindicates voltage measure of the battery 102 or other power store thatfeeds the motor 104 to drive the BEV 100.

The screenshots 10A-10P described in further detail below depictelectrical generation conditions of the BEV 100 while the BEV 100 istraveling. For example, for the screenshots of FIGS. 10A-10P, the BEV100 is traveling (a) at a speed of between 48 MPH and 53 MPH along asubstantially flat road surface for a majority of distance traveled and(b) up an incline for approximately 13 miles. The screenshots 10A-10Pshow how the phase currents (1010-1020) for the AC signal generated bythe motor vary at different times but sum to substantially zero at anygiven moment of time (for example, indicating that the motor is feedinga balanced load). The motor speed 1025 shown in the screenshots may beindicative of the current 1030 except when the voltage dump is beingcompleted.

FIG. 10A shows a screenshot 1001 a for when the fifth wheel 202 is incontact with the road and providing a torque value in 1005 a ofapproximately −57.4 Nm (the negative value representing a torqueopposing the direction of the motion of the EV). The screenshot alsoshows that the first phase current value in 1010 a is −5.31 A, thesecond phase current value in 1015 a is −143.06 A, and the third phasecurrent value in 1020 a is 148.94 A. The speed value in 1025 a of thegenerator or motor of the OBCS 210 is 5008 RPM and the OBCS 210 isgenerating the current value in 1030 a of 70 A at the temperature valuein 1035 a of 51.05 C. The voltage value in 1040 a generated by the OBCS210 at the speed of 5008 RPM is 377.2 V.

The screenshot 1001 a may show an instance when the OBCS 210 isgenerating electricity and providing the electricity to the battery 102,capacitor module 502, and/or the motors 104 of the EV. In someembodiments, the electricity may be provided to the motors 104 throughthe battery modules 102 and/or the capacitor modules 502 or via aseparate connection that bypasses the battery modules 102 and/or thecapacitor modules 502. The OBCS 210 may generate the 70 A of currentused to maintain the voltage of the EV's battery 102 and/or capacitormodule 502 at or around the voltage 1040 a of 377.2 V. The 70 A current1030 a is provided to the motor 104, the battery module 102, and/or thecapacitor module 502 to maintain the voltage at approximately 377.2 V.

FIG. 10B shows a screenshot 1001 b for when the fifth wheel 202 is incontact with the road and providing a torque value in 1005 b ofapproximately −57.4 Nm (the negative value representing a torqueopposing the direction of the motion of the EV). The screenshot alsoshows that the first phase current value in 1010 b is −137.19 A, thesecond phase current value in 1015 b is 152.25 A, and the third phasecurrent value in 1020 b is −14.94 A. The speed value in 1025 b of thegenerator or motor of the OBCS 210 is 5025 RPM and the OBCS 210 isgenerating the current value in 1030 b of −70 A at the temperature valuein 1035 b of 51.14 C. The voltage value in 1040 b generated by the OBCS210 at the speed of 5025 RPM is 379.17 V.

The screenshot 1001 b may show an instance when the OBCS 210 isgenerating electricity and providing the electricity to the battery 102,capacitor module 502, and/or the motors 104 of the EV. In someembodiments, the electricity may be provided to the motors 104 throughthe battery modules 102 and/or the capacitor modules 502 or via aseparate connection that bypasses the battery modules 102 and/or thecapacitor modules 502. The OBCS 210 may generate the 70 A of currentused to maintain the voltage of the EV's battery 102 and/or capacitormodule 502 at or around the voltage 1040 b of 379.17 V. The 70 A current1030 b is provided to the motor 104, the battery module 102, and/or thecapacitor module 502 to maintain the voltage at approximately 379.17 V.

FIG. 10C shows a screenshot 1001 c for when the fifth wheel 202 is incontact with the road and providing a torque value in 1005 c ofapproximately −57.4 Nm (the negative value representing a torqueopposing the direction of the motion of the EV). The screenshot alsoshows that the first phase current value in 1010 b is 80.5 A, the secondphase current value in 1015 c is −160.06 A, and the third phase currentvalue in 1020 c is 80.12 A. The speed value in 1025 c of the generatoror motor of the OBCS 210 is 5011 RPM and the OBCS 210 is generating thecurrent value in 1030 c of −69.6 A at the temperature 1035 c of 51.22 C.The voltage value in 1040 c generated by the OBCS 210 at the speed of5011 RPM is 380.17 V.

The screenshot 1001 c may show an instance when the OBCS 210 isgenerating electricity and providing the electricity to the battery 102,capacitor module 502, and/or the motors 104 of the EV. In someembodiments, the electricity may be provided to the motors 104 throughthe battery modules 102 and/or the capacitor modules 502 or via aseparate connection that bypasses the battery modules 102 and/or thecapacitor modules 502. The OBCS 210 may generate the 69.6 A of currentused to maintain the voltage of the EV's battery 102 and/or capacitormodule 502 at or around the voltage 1040 c of 380.17 V. The 69.6 Acurrent 1030 c is provided to the motor 104, the battery module 102,and/or the capacitor module 502 to maintain the voltage at approximately380.17 V.

FIG. 10D shows a screenshot 1001 d for when the fifth wheel 202 is incontact with the road and providing a torque value in 1005 d ofapproximately −57.6 Nm (the negative value representing a torqueopposing the direction of the motion of the EV). The screenshot alsoshows that the first phase current value in 1010 d is 170.69 A, thesecond phase current value in 1015 d is −131.94 A, and the third phasecurrent value in 1020 d is −38.19 A. The speed value in 1025 d of thegenerator or motor of the OBCS 210 is 4969 RPM and the OBCS 210 isgenerating the current value in 1030 d of −69 A at the temperature valuein 1035 d of 51.31 C. The voltage value in 1040 d generated by the OBCS210 at the speed of 4969 RPM is 380.92 V.

The screenshot 1001 d may show an instance when the OBCS 210 isgenerating electricity and providing the electricity to the battery 102,capacitor module 502, and/or the motors 104 of the EV. In someembodiments, the electricity may be provided to the motors 104 throughthe battery modules 102 and/or the capacitor modules 502 or via aseparate connection that bypasses the battery modules 102 and/or thecapacitor modules 502. The OBCS 210 may generate the 69 A of currentused to maintain the voltage of the EV's battery 102 and/or capacitormodule 502 at or around the voltage 1040 d of 380.92 V. The 69 A current1030 d is provided to the motor 104, the battery module 102, and/or thecapacitor module 502 to maintain the voltage at approximately 380.92 V.

FIG. 10E shows a screenshot 1001 e for when the fifth wheel 202 is incontact with the road and providing a torque value in 1005 e ofapproximately −56.8 Nm (the negative value representing a torqueopposing the direction of the motion of the EV). The screenshot alsoshows that the first phase current value in 1010 e is −133.31 A, thesecond phase current value in 1015 e is −40.75 A, and the third phasecurrent value in 1020 e is 174.19 A. The speed value in 1025 e of thegenerator or motor of the OBCS 210 is 5121 RPM and the OBCS 210 isgenerating the current value in 1030 e of −69.6 A at the temperaturevalue in 1035 e of 52.77 C. The voltage value in 1040 e generated by theOBCS 210 at the speed of 4969 RPM is 382.67 V.

The screenshot 1001 e may show an instance when the OBCS 210 isgenerating electricity and providing the electricity to the battery 102,capacitor module 502, and/or the motors 104 of the EV. In someembodiments, the electricity may be provided to the motors 104 throughthe battery modules 102 and/or the capacitor modules 502 or via aseparate connection that bypasses the battery modules 102 and/or thecapacitor modules 502. The OBCS 210 may generate the 69.6 A of currentused to maintain the voltage of the EV's battery 102 and/or capacitormodule 502 at or around the voltage 1040 e of 382.67 V. The 69.6 Acurrent 1030 e is provided to the motor 104, the battery module 102,and/or the capacitor module 502 to maintain the voltage at approximately382.67 V.

FIG. 10F shows a screenshot 1001 f for when the fifth wheel 202 is incontact with the road and providing a torque value in 1005 f ofapproximately −57 Nm (the negative value representing a torque opposingthe direction of the motion of the EV). The screenshot also shows thatthe first phase current value in 1010 f is 8.75 A, the second phasecurrent value in 1015 f is 145.44 A, and the third phase current valuein 1020 f is −153.62 A. The speed value in 1025 f of the generator ormotor of the OBCS 210 is 5062 RPM and the OBCS 210 is generating thecurrent value in 1030 f of −69.4 A at the temperature value in 1035 f of52.86 C. The voltage value in 1040 f generated by the OBCS 210 at thespeed of 5062 RPM is 383.21 V.

The screenshot 1001 f may show an instance when the OBCS 210 isgenerating electricity and providing the electricity to the battery 102,capacitor module 502, and/or the motors 104 of the EV. In someembodiments, the electricity may be provided to the motors 104 throughthe battery modules 102 and/or the capacitor modules 502 or via aseparate connection that bypasses the battery modules 102 and/or thecapacitor modules 502. The OBCS 210 may generate the 69.4 A of currentused to maintain the voltage of the EV's battery 102 and/or capacitormodule 502 at or around the voltage 1040 f of 383.21 V. The 69.4 Acurrent 1030 f is provided to the motor 104, the battery module 102,and/or the capacitor module 502 to maintain the voltage at approximately383.21 V.

FIG. 10G shows a screenshot 1001 g for when the fifth wheel 202 is incontact with the road and providing a torque value in 1005 g ofapproximately −57.6 Nm (the negative value representing a torqueopposing the direction of the motion of the EV). The screenshot alsoshows that the first phase current value in 1010 g is −161.94 A, thesecond phase current value in 1015 g is 29.56 A, and the third phasecurrent value in 1020 g is 132 A. The speed value in 1025 g of thegenerator or motor of the OBCS 210 is 4937 RPM and the OBCS 210 isgenerating the current value in 1030 g of −68.8 A at the temperaturevalue in 1035 g of 53.03 C. The voltage value in 1040 g generated by theOBCS 210 at the speed of 4937 RPM is 381.92 V.

The screenshot 1001 g may show an instance when the OBCS 210 isgenerating electricity and providing the electricity to the battery 102,capacitor module 502, and/or the motors 104 of the EV. In someembodiments, the electricity may be provided to the motors 104 throughthe battery modules 102 and/or the capacitor modules 502 or via aseparate connection that bypasses the battery modules 102 and/or thecapacitor modules 502. The OBCS 210 may generate the 68.8 A of currentused to maintain the voltage of the EV's battery 102 and/or capacitormodule 502 at or around the voltage 1040 g of 381.92 V. The 68.8 Acurrent 1030 g is provided to the motor 104, the battery module 102,and/or the capacitor module 502 to maintain the voltage at approximately681.91 V.

FIG. 10H shows a screenshot 1001 h for when the fifth wheel 202 is incontact with the road and providing a torque value in 1005 h ofapproximately −57.6 Nm (the negative value representing a torqueopposing the direction of the motion of the EV). The screenshot alsoshows that the first phase current value in 1010 h is −89.69 A, thesecond phase current value in 1015 h is 161.44 A, and the third phasecurrent value in 1020 h is −70.69 A. The speed value in 1025 h of thegenerator or motor of the OBCS 210 is 4890 RPM and the OBCS 210 isgenerating the current value in 1030 h of −69.2 A at the temperaturevalue in 1035 h of 53.55 C. The voltage value in 1040 h generated by theOBCS 210 at the speed of 4890 RPM is 377.42 V.

The screenshot 1001 h may show an instance when the OBCS 210 isgenerating electricity and providing the electricity to the battery 102,capacitor module 502, and/or the motors 104 of the EV. In someembodiments, the electricity may be provided to the motors 104 throughthe battery modules 102 and/or the capacitor modules 502 or via aseparate connection that bypasses the battery modules 102 and/or thecapacitor modules 502. The OBCS 210 may generate the 69.2 A of currentused to maintain the voltage of the EV's battery 102 and/or capacitormodule 502 at or around the voltage 1040 h of 377.42 V. The 69.2 Acurrent 1030 h is provided to the motor 104, the battery module 102,and/or the capacitor module 502 to maintain the voltage at approximately377.42 V.

FIG. 10I shows a screenshot 1001 i for when the fifth wheel 202 is incontact with the road and providing a torque value in 1005 i ofapproximately −57.6 Nm (the negative value representing a torqueopposing the direction of the motion of the EV). The screenshot alsoshows that the first phase current value in 1010 i is 90.69 A, thesecond phase current value in 1015 i is 80 A, and the third phasecurrent value in 1020 i is −169.12 A. The speed 1025 i of the generatoror motor of the OBCS 210 is 4971 RPM and the OBCS 210 is generating thecurrent value in 1030 i of −69.8 A at the temperature value in 1035 i of53.8 C. The voltage value in 1040 i generated by the OBCS 210 at thespeed of 4971 RPM is 378.2 V.

The screenshot 1001 i may show an instance when the OBCS 210 isgenerating electricity and providing the electricity to the battery 102,capacitor module 502, and/or the motors 104 of the EV. In someembodiments, the electricity may be provided to the motors 104 throughthe battery modules 102 and/or the capacitor modules 502 or via aseparate connection that bypasses the battery modules 102 and/or thecapacitor modules 502. The OBCS 210 may generate the 69.8 A of currentused to maintain the voltage of the EV's battery 102 and/or capacitormodule 502 at or around the voltage 1040 b of 378.2 V. The 69.8 Acurrent 1030 i is provided to the motor 104, the battery module 102,and/or the capacitor module 502 to maintain the voltage at approximately378.2 V.

FIG. 10J shows a screenshot 1001 j for when the fifth wheel 202 is incontact with the road and providing a torque value in 1005 j ofapproximately −57.6 Nm (the negative value representing a torqueopposing the direction of the motion of the EV). The screenshot alsoshows that the first phase current value in 1010 j is 149.38 A, thesecond phase current value in 1015 j is −145.5 A, and the third phasecurrent value in 1020 j is −1.88 A. The speed value in 1025 j of thegenerator or motor of the OBCS 210 is 4987 RPM and the OBCS 210 isgenerating the current value in 1030 h of −70 A at the temperature valuein 1035 j of 53.89 C. The voltage value in 1040 j generated by the OBCS210 at the speed of 4987 RPM is 377.1 V.

The screenshot 1001 j may show an instance when the OBCS 210 isgenerating electricity and providing the electricity to the battery 102,capacitor module 502, and/or the motors 104 of the EV. In someembodiments, the electricity may be provided to the motors 104 throughthe battery modules 102 and/or the capacitor modules 502 or via aseparate connection that bypasses the battery modules 102 and/or thecapacitor modules 502. The OBCS 210 may generate the 70 A of currentused to maintain the voltage of the EV's battery 102 and/or capacitormodule 502 at or around the voltage 1040 b of 377.1 V. The 70 A current1030 i is provided to the motor 104, the battery module 102, and/or thecapacitor module 502 to maintain the voltage at approximately 377.1 V.

FIG. 10K shows a screenshot 1001 k for when the fifth wheel 202 is incontact with the road and providing a torque value in 1005 k ofapproximately −567.6 Nm (the negative value representing a torqueopposing the direction of the motion of the EV). The screenshot alsoshows that the first phase current value in 1010 k is −174.06 A, thesecond phase current value in 1015 k is 111 A, and the third phasecurrent value in 1020 k is 63.12 A. The speed value in 1025 k of thegenerator or motor of the OBCS 210 is 4996 RPM and the OBCS 210 isgenerating the current value in 1030 k of −69.6 A at the temperaturevalue in 1035 k of 54.06 C. The voltage value in 1040 k generated by theOBCS 210 at the speed of 4996 RPM is 378.51 V.

The screenshot 1001 k may show an instance when the OBCS 210 isgenerating electricity and providing the electricity to the battery 102,capacitor module 502, and/or the motors 104 of the EV. In someembodiments, the electricity may be provided to the motors 104 throughthe battery modules 102 and/or the capacitor modules 502 or via aseparate connection that bypasses the battery modules 102 and/or thecapacitor modules 502. The OBCS 210 may generate the 69.6 A of currentused to maintain the voltage of the EV's battery 102 and/or capacitormodule 502 at or around the voltage 1040 b of 378.51 V. The 69.6 Acurrent 1030 k is provided to the motor 104, the battery module 102,and/or the capacitor module 502 to maintain the voltage at approximately378.51 V.

FIG. 10L shows a screenshot 1001 l for when the fifth wheel 202 is incontact with the road and providing a torque value in 1005 l ofapproximately −57.6 Nm (the negative value representing a torqueopposing the direction of the motion of the EV). The screenshot alsoshows that the first phase current value in 1010 l is 62.12 A, thesecond phase current value in 1015 l is −169.25 A, and the third phasecurrent value in 1020 l is 108.25 A. The speed value in 1025 l of thegenerator or motor of the OBCS 210 is 4954 RPM and the OBCS 210 isgenerating the current value in 1030 l of −69.6 A at the temperaturevalue in 1035 l of 54.41 C. The voltage value in 1040 l generated by theOBCS 210 at the speed of 4954 RPM is 378.86 V.

The screenshot 1001 l may show an instance when the OBCS 210 isgenerating electricity and providing the electricity to the battery 102,capacitor module 502, and/or the motors 104 of the EV. In someembodiments, the electricity may be provided to the motors 104 throughthe battery modules 102 and/or the capacitor modules 502 or via aseparate connection that bypasses the battery modules 102 and/or thecapacitor modules 502. The OBCS 210 may generate the 69.6 A of currentused to maintain the voltage of the EV's battery 102 and/or capacitormodule 502 at or around the voltage 1040 b of 378.86 V. The 69.6 Acurrent 1030 l is provided to the motor 104, the battery module 102,and/or the capacitor module 502 to maintain the voltage at approximately378.86 V.

FIG. 10M shows a screenshot 1001 m for when the fifth wheel 202 is incontact with the road and providing a torque value in 1005 m ofapproximately −9.2 Nm (the negative value representing a torque opposingthe direction of the motion of the EV). The screenshot also shows thatthe first phase current value in 1010 m is 113.06 A, the second phasecurrent value in 1015 m is −147 A, and the third phase current value in1020 m is 34.5 A. The speed value in 1025 m of the generator or motor ofthe OBCS 210 is 5587 RPM and the OBCS 210 is generating the currentvalue in 1030 m of −0.2 A at the temperature value in 1035 m of 55.27 C.The voltage value in 1040 m generated by the OBCS 210 at the speed of5587 RPM is 377.32 V.

The screenshot 1001 m may show an instance when the OBCS 210 isgenerating electricity and providing the electricity to the battery 102,capacitor module 502, and/or the motors 104 of the EV. In someembodiments, the electricity may be provided to the motors 104 throughthe battery modules 102 and/or the capacitor modules 502 or via aseparate connection that bypasses the battery modules 102 and/or thecapacitor modules 502. The OBCS 210 may generate the 0.2 A of currentused to maintain the voltage of the EV's battery 102 and/or capacitormodule 502 at or around the voltage 1040 m of 377.32 V. The 0.2 Acurrent 1030 m is provided to the motor 104, the battery module 102,and/or the capacitor module 502 to maintain the voltage at approximately377.32 V.

FIG. 10N shows a screenshot 1001 n for when the fifth wheel 202 is incontact with the road and providing a torque value in 1005 n ofapproximately −9.2 Nm (the negative value representing a torque opposingthe direction of the motion of the EV). The screenshot also shows thatthe first phase current value in 1010 n is 84.94 A, the second phasecurrent value in 1015 n is −74.75 A, and the third phase current valuein 1020 n is −9.62 A. The speed value in 1025 n of the generator ormotor of the OBCS 210 is 5600 RPM and the OBCS 210 is generating thecurrent value in 1030 n of −28.4 A at the temperature value in 1035 n of55.69 C. The voltage value in 1040 n generated by the OBCS 210 at thespeed of 5600 RPM is 378.07 V.

The screenshot 1001 n may show an instance when the OBCS 210 isgenerating electricity and providing the electricity to the battery 102,capacitor module 502, and/or the motors 104 of the EV. In someembodiments, the electricity may be provided to the motors 104 throughthe battery modules 102 and/or the capacitor modules 502 or via aseparate connection that bypasses the battery modules 102 and/or thecapacitor modules 502. The OBCS 210 may generate the 28.4 A of currentused to maintain the voltage of the EV's battery 102 and/or capacitormodule 502 at or around the voltage 1040 n of 378.07 V. The 28.4 Acurrent 1030 n is provided to the motor 104, the battery module 102,and/or the capacitor module 502 to maintain the voltage at approximately378.07 V.

FIG. 10O shows a screenshot 1001 o for when the fifth wheel 202 is incontact with the road and providing a torque value in 1005 o ofapproximately −56.6 Nm (the negative value representing a torqueopposing the direction of the motion of the EV). The screenshot alsoshows that the first phase current value in 1010 o is −74.19 A, thesecond phase current value in 1015 o is −88.31 A, and the third phasecurrent value in 1020 o is 163 A. The speed value in 1025 o of thegenerator or motor of the OBCS 210 is 5153 RPM and the OBCS 210 isgenerating the current value in 1030 o of −70.8 A at the temperaturevalue in 1035 o of 56.5 C. The voltage value in 1040 o generated by theOBCS 210 at the speed of 5153 RPM is 376.88 V.

The screenshot 1001 o may show an instance when the OBCS 210 isgenerating electricity and providing the electricity to the battery 102,capacitor module 502, and/or the motors 104 of the EV. In someembodiments, the electricity may be provided to the motors 104 throughthe battery modules 102 and/or the capacitor modules 502 or via aseparate connection that bypasses the battery modules 102 and/or thecapacitor modules 502. The OBCS 210 may generate the 70.8 A of currentused to maintain the voltage of the EV's battery 102 and/or capacitormodule 502 at or around the voltage 1040 o of 376.88 V. The 70.8 Acurrent 1030 o is provided to the motor 104, the battery module 102,and/or the capacitor module 502 to maintain the voltage at approximately376.88 V.

FIG. 10P shows a screenshot 1001 p for when the fifth wheel 202 is incontact with the road and providing a torque value in 1005 p ofapproximately −56.6 Nm (the negative value representing a torqueopposing the direction of the motion of the EV). The screenshot alsoshows that the first phase current value in 1010 p is 37.38 A, thesecond phase current value in 1015 p is −164.44 A, and the third phasecurrent value in 1020 o is 128.12 A. The speed value in 1025 p of thegenerator or motor of the OBCS 210 is 5137 RPM and the OBCS 210 isgenerating the current value in 1030 p of −70.8 A at the temperaturevalue in 1035 p of 56.59 C. The voltage value in 1040 p generated by theOBCS 210 at the speed of 5137 RPM is 378.29 V.

The screenshot 1001 p may show an instance when the OBCS 210 isgenerating electricity and providing the electricity to the battery 102,capacitor module 502, and/or the motors 104 of the EV. In someembodiments, the electricity may be provided to the motors 104 throughthe battery modules 102 and/or the capacitor modules 502 or via aseparate connection that bypasses the battery modules 102 and/or thecapacitor modules 502. The OBCS 210 may generate the 70.8 A of currentused to maintain the voltage of the EV's battery 102 and/or capacitormodule 502 at or around the voltage 1040 b of 378.29 V. The 70.8 Acurrent 1030 p is provided to the motor 104, the battery module 102,and/or the capacitor module 502 to maintain the voltage at approximately378.29 V.

In some embodiments, voltages flow between the generator, the battery102, the capacitor module 502, and/or the motor 104. For example, theelectricity generated by the generators 302 a and 302 or the generationunit 710 may be output from the generator 302 or generation unit 710 andfed into components for converting conditioning, rectifying, matching,filtering, and/or otherwise modifying the generated electricity. Oncethe electricity is modified as described herein, the electricity may beconveyed to an energy storage device, such as the battery 102 and/or thecapacitor module 502. The energy stored in the battery 102 or thecapacitor module 502 may be used to feed one or more DC loads, forexample low voltage DC loads, such as the 12V DC battery and internalfeatures and components of the BEV 100. Alternatively, the energy storedin the battery 102 or the capacitor module 502 may be used to feed themotors 104 or other high voltage demand components. In some embodiments,the motors 104 may be AC or DC motors; when AC motors, the high voltageoutput from the battery 102 or the capacitor module 502 may be convertedfrom DC to AC before feeding into the motors 104. When the motors 104are DC motors, further conditioning may not be required before thevoltage is fed to the motors 104. Alternatively, the high voltage outputfrom the battery 102 and/or the capacitor module 502 may be used to feedinto the generation unit 710 or generators 302 to jump start thegeneration unit 710 or generators 302 when they are being used toconvert mechanical energy to electricity for storage or use in drivingthe motor 104. In some embodiments, when the battery 102 and thecapacitor module 502 both exist in the BEV 100 as separate components,the battery 102 may feed energy to the capacitor module 502 and/or viceversa.

In some embodiments, the generators 302 and/or generation unit 710described herein couple directly to one or more of the battery 102, thecapacitor module 502, and the motor 104. Alternatively, or additionally,the generators 302 and/or generation unit are coupled to the batterycharger 403, which is coupled to the battery 102, the capacitor module502, and/or the motor 104. In some embodiments, when the generators 302and/or generation unit 710 are not coupled to the battery charger 403,the generators 302 and/or generation unit 710 may instead be coupled toone or more circuits to rectify and/or otherwise match, convert, and/orcondition the electricity generated by the generators 302 and/orgeneration unit before feeding the battery 102, the capacitor module502, and/or the motor 104.

FIGS. 11A-11B depict different views of an example embodiment ofcomponents of a bearing support 1100. The bearing support 1100 can beconfigured to support, facilitate, or enable a rotating element, such asa rotating shaft. Further, and as will be described in more detailbelow, the bearing support 1100 can be advantageously configured todissipate heat generated by rotation of the rotating element. Heat maybe generated, for example, by friction between components as therotating element rotates. If such generated heat is not sufficientlydissipated, the components may deteriorate or otherwise become damaged.For example, in some cases, if heat is not sufficiently dissipated,components may melt, degrading the function thereof.

In some embodiments, the bearing support 1100 may be used anywhere thatany rotating element is physically supported or coupled to anothercomponent (e.g., another rotating or stationary component). For example,the bearing support 1100 can be used to support end, center, and/orother portions of the shaft 206 of FIG. 2 or the second shaft 704 ofFIG. 7. The bearing support 1100 can support the portions of the shaftsand other rotating components on the BEV 100 or the support structure200 or couple the portions to other rotating or stationary components inthe BEV 100 or the OBCS 210. In some embodiments, the one-way bearing706 discussed above comprises the bearing support 1100. In someembodiments, the bearing support 1100 may provide support for rotatingaxles and components, reduction of diameters of rotating components, andso forth. The bearing support 1100 may be used in various contexts inany embodiment of the OBCS 201 described herein, with reference to FIGS.2-9. In some embodiments, the bearing support 1100 may be used invarious other applications, from automotive, industrial, consumer,appliance, and home use applications.

FIG. 11A is a top down view of the bearing support 1100, illustrated ina partially disassembled state. FIG. 11B is another perspective view ofthe bearing support in a partially disassembled state. In theillustrated embodiment, the bearing support 1100 comprises a bearinghousing or enclosure 1105 and a bearing assembly 1110. While FIGS. 11Aand 11B, illustrate the bearing support 1100 in a partially disassembledstate, when assembled, at least a portion of the bearing assembly 1110can be positioned within the bearing enclosure 1105.

As shown in FIG. 11A, the bearing assembly 1110 comprises a shaft 1215and one or more bearings 1205 (e.g., first and second bearing 1205 a,1205 b) configured to facilitate rotation of the shaft 1215. The one ormore bearings 1205 can be mounted on the shaft 1215 as shown. The one ormore bearings 1205 can comprise mechanical devices configured to enablerotational movement of the shaft 1215. The one or more bearings 1205 cancomprise rotary bearings that convey or transfer one or more of axialand radial motions and forces between components or devices. In someembodiments, the one or more bearings 1205 may comprise one or more of aring bearing, a rolling-element bearing, a jewel bearing, a fluidbearing, a magnetic bearing, and a flexure bearing, among other suitablebearing types.

As used herein, the one or more bearings 1205 may be enable rotationalrotation. In some embodiments, additional bearings 1205 or only one ofthe bearings 1205 a and 1205 b may be used in any application. As bestshown in FIG. 11B, the one or more bearings 1205 may comprise an innerring 1223 and an outer ring 1225. The one or more bearings 1205 can alsoinclude one or more rolling elements (not visible) positioned betweenthe inner ring 1223 and the outer ring 1225. The one or more rollingelements can facilitate rotation of the inner ring 1223 relative theouter ring 1225. The one or more rolling elements can be positionedwithin a cage 1227. The inner ring 1223 may be fitted on the shaft 1215.For example, the inner ring 1223 can have an inner diameter throughwhich a shaft or other mechanical component passes (for example, theshaft 1215). The outer ring 1225 may have an outer diameter over whichan enclosure or other mechanical component passes (for example, thebearing enclosure 1105). The rolling elements and the cage 1227 may bedisposed between the inner ring and the outer ring (moving within one orraceways formed in the inner ring and/or the outer ring) to enablerotation movement of the inner ring relative to the outer ring, or viceversa. In some embodiments, different particularities for the bearingsupport 1100 may depend on the application in which the bearing support1100 is used. The gaps between the bearing spacer 1110 and each of thebearings 1105 a and 1105 b is not clearly shown in the perspective viewof FIG. 11B.

Often, as the shaft 1215 rotates, friction between the rolling elementsand the inner and outer rings 1223, 1227 (or other components of thedevice) generates heat. As noted above, if such heat is not dissipated,it can cause damage to the components, which may reduce or destroy theirability to facilitate rotation of the shaft 1215. Accordingly, thebearing support 1100 can be configured to facilitate heat dissipation aswill be described in more detail below.

As shown in FIGS. 11A and 11B, the bearing enclosure 1105 of the bearingsupport 1100 can comprise a housing or enclosure that is configured toreceive at least a portion of the bearing assembly 1110. In theillustrated embodiment, the bearing enclosure 1105 comprises an exteriorsurface 1106 having a substantially cylindrical shape and an interiorsurface 1107 having a cylindrical shape. Other shapes of the exteriorand interior surfaces 1106, 1007 are also possible. In some embodiments,the shape of the exterior surface 1106 of the bearing enclosure 1105 isdependent on an application and/or installation location of the bearingenclosure 1105. For example, the exterior surface 1106 of the bearingenclosure 1105 can be configured to facilitate connection of the bearingsupport 1100 to other components.

An interior portion 1108 of the bearing enclosure 1105 may be hollow andat least partially defined by the interior surface 1107. As noted above,in the illustrated embodiment, the interior surface 1107 comprises acylindrical shape such that the hollow interior portion 1108 issubstantially cylindrical. Such a shape can be configured to correspondwith the generally circular or cylindrical shape of the one or morebearings 1205 of the bearing assembly 1105 such that the bearingassembly 1105 can be received within the interior portion 1108.

In some embodiments, the shape of the interior surface 1107 of thebearing enclosure 1105 is dependent on a shape of a bearing or similardevice (for example, bearing 1205, described herein) that is insertedinto the interior portion 1108 of the bearing enclosure 1105. Theinterior portion 1108 of the bearing enclosure 1105 may receive thebearing assembly 1110 such that the bearing assembly 1110 fits, at leastin part, within the interior portion 1108 of the bearing enclosure 1105.For example, the bearing assembly 1110 may be inserted, at least inpart, into the interior portion 1108 of the bearing enclosure 1105 in ahorizontal direction (e.g., a direction parallel to an axis of the shaft1215 or parallel to the axis of rotation of the bearings 1205), suchthat only a portion of the bearing assembly 1110 extends out of thebearing enclosure 1105. For example, the shaft 1215 can extend out fromthe bearing enclosure 1105. When the interior surface 1107 iscylindrical to accept the round or cylindrical bearing 1205 (forexample, the pair of bearings 1205 a and 1205 b included in the bearingassembly 1110), the cylindrical interior portion 1108 may have adiameter substantially the same as (but slightly larger than) an outerdiameter of the bearing 1205. Thus, the interior surface 1107 of thebearing enclosure 1105 is configured to hold the bearing 1205 or anybearing assembly 1110 pressed into the interior portion 108 in placeusing friction and compressive forces once the bearing 1205 or bearingassembly 1110 is pressed into the bearing enclosure 1105.

In the assembled state, the inner rings 1223 of the bearings 1205 canspin or rotate within the outer rings 1225 of the bearing 1205 while theouter rings 1225 remain stationary within the bearing enclosure 1105,such that the shaft 1215 that is coupled to the inner rings 1223 of thebearings 1205 can rotate or move relative to the bearing enclosure 1105.As noted previously, such rotation and movement can create heat withinthe bearings 1205, a build-up of which can cause the bearing 1205 tofail prematurely or otherwise damage one or more of the bearings 1205,the bearing enclosure 1105, and the shaft 1215 within the bearings 1205.

Accordingly, the bearing support 1100 can be configured to facilitateimproved airflow within the bearing enclosure 1105 which may reduce theheat build-up within the bearing enclosure 1105 around the bearings1205. Introducing ports or paths for airflow into the bearing enclosure1105 can the improve airflow therethrough. For example, the bearingenclosure 1105 may include one or more slots, holes, perforations, orother openings that extend from the exterior surface 1106 to theinterior surface 1107 through a side of the bearing enclosure 1105. Theone or more slots, holes, perforations, or other openings allow air tobetter flow from outside the bearing enclosure 1105 to the interiorportion 1108 of the bearing enclosure 1105.

Additionally, the interior surface 1107 may comprise one or moreindentations, dimples, fingers, channels, or tabs (each hereinafterreferred to as indentations) at a location to which the bearings 1205are coupled. The one or more indentations may create individual pointsor portions at which the interior surface 1107 contacts the bearing 1205such that the interior surface 1107 is not in contact with an entireexterior surface of the bearing 1205. The one or more indentations mayallow air to flow around the bearings 1205 (for example, from a firstside of the bearing 1205 to a second side of the bearing 1205) withinthe bearing enclosure 1105. Such air flow may further reduce heatbuild-up around the bearing 1205 when the bearing 1205 is enablingrotation or movement in the bearing enclosure 1105. In some embodiments,the one or more indentations may be of varying depths, shapes, lengths,and heights. For example, the one or more indentations in the interiorsurface 1107 of the bearing enclosure 1105 may have a depth in thethousandths of an inch (for example, approximately 0.001″, 0.002″,0.003″, 0.004″, 0.005″, 0.006″, 0.007″, 0.008″, 0.009″, 0.01″, 0.02″,0.1″ and so forth, or any value therebetween). In some embodiments, theone or more indentations may have any shape or height (for example,approximately 0.001″, 0.002″, 0.003″, 0.004″, 0.005″, 0.006″, 0.007″,0.008″, 0.009″, 0.01″, 0.02″, 0.1″ and so forth, or any valuetherebetween). The one or more indentations may also have a widthsufficient to ensure that air flows from the first side to the secondside of the bearing 1205 (for example a width that is slightly largerthan a width or thickness of the bearing 1205). In some embodiments, thewidth of the one or more indentations is slightly larger than the widthof the bearing 1205. For example, the width of the one or moreindentations may be long enough such that the indentation extends oneither side of the bearing 1205 by a distance of one of approximately orat least 0.001″, 0.002″, 0.003″, 0.004″, 0.005″, 0.006″, 0.007″, 0.008″,0.009″, 0.01″, 0.02″, 0.1″ and so forth, or any value therebetween.While described primarily as indentations, protrusions, which extendoutwardly from the interior surface 1107 of the bearing enclosure 1105may also be used. For example, the protrusions can extend to and contactthe bearings 1205, while also allowing air to flow around theprotrusions to facilitate cooling of the bearings 1205. In cases whereprotrusions are utilized, the protrusions may have a height equal to thevarious depths of the indentations described above.

The one or more indentations (or protrusions) may reduce an amount ofsurface contact between the bearing 1205 (for example, the outer ring1225) and the interior surface 1107 of the bearing enclosure 1105. Inorder to prevent the bearing 1205 from moving laterally within thebearing enclosure 1105, a tab, wedge, key, or similar device(hereinafter referred to as tab) may be inserted into one of the one ormore indentations or otherwise pressed against the bearing 1205 and theinterior surface 1107 of the bearing enclosure 1105 to ensure that thebearing 1205 does not move laterally within the bearing enclosure 1105.Thus, the introduction of any of the indentations or holes describedherein may improve air flow within the bearing enclosure 1105, reducingbearing failures and improving bearing functionality and life, withoutincreasing risk of movement of the bearing 1205.

As shown in FIG. 11A, for example, the bearing assembly 1110 maycomprise one or more bearings (e.g. the first and second bearings 1205 aand 1205 b) mounted on the shaft 1215 and, additionally, a bearingspacer 1210 and a clamp 1220. These components of the bearing assembly1110 may be arranged such that the bearings 1205 a and 1205 b areseparated from each other by the bearing spacer 1210. The arrangement ofthe bearing 1205 a, the bearing spacer 1210, and the bearing 1205 b maybe positioned at an end of the shaft 1215 and the clamp 1220 may holdthe arrangement on or at the end of the shaft 1215. In some embodiments,the bearing spacer 1210 is separated from each of the bearings 1205 aand 1205 b on one or more sides of the bearing spacer 1210 by apredetermined length gap. The predetermined length gap may be one of 1millimeter (mm), 2 mm, 3 mm, 4 mm, 5 mm, 6, mm, 7 mm, 8 mm, 9 mm, or 10mm in length, and so forth, or any value therebetween. In someembodiments, the predetermined length gap is determined duringmanufacturing of the bearing assembly 1110 and the bearing support 1100.In some embodiments, the predetermined length gap may be selected ordetermined based on one or more of an expected load on the bearingassembly (for example, the expected rotational speed, expected workingtemperatures, expected duration of use, and so forth). The gaps createdby the bearing spacer 1210 may further facilitate cooling and heatdissipation be creating spaces for air to flow around the one or morebearings 1205.

The clamp 1220 may be separated from the arrangement of the bearing 1205a, the bearing spacer 1210, and the bearing 1205 b or may be positionedflush with the arrangement (for example, flush with the bearing 1205 b).The clamp 1220 may include a mechanical device (for example, a lockingscrew or similar component) to mechanically prevent the clamp 1220 frommoving one or more of rotationally around the shaft 1215 or laterallyalong the shaft 1215. Thus, the clamp 1220 may prevent other componentsfrom moving along or around the shaft 1215 or limit movement of theother components along or around the shaft 1215. The clamp 1220 may havean outer diameter that is large enough to prevent the bearings 1205and/or the bearing spacer 1210 from moving over the clamp 1220 butsmaller than the diameter of the interior portion 1108 of the bearingenclosure 1105.

In some embodiments, the shaft 1215 comprises a plurality of sections,including an end section 1216 and a middle section 1217. The end section1216 comprises the section of the shaft 1215 where the bearing assembly1110 is installed and can include a larger diameter than middle section1217, although this need not be the case in all embodiments. Forexample, the shaft 1215 can, in some embodiments, comprise a shapehaving a constant diameter along its length. As shown in FIG. 11A, theend section 1216 may comprise a keyway 1218 into which a key 1219 isseated to prevent rotation of the arrangement of the bearing 1205 a, thebearing spacer 1210, and the bearing 1205 b about the end section 1216.The keyway 1218 may be formed having one or more shapes, lengths,widths, and so forth. The keyway 1218 may provide a volume into whichthe key 1219 is inserted to prevent the rotation. In some embodiments,the key 1219 may be one of a sunk saddle, parallel sunk, gib-head,feather, and Woodruff type key. In general, the keyway 1218 and key 1219are configured to couple the inner rings 1215 of the one or morebearings 1205 to the shaft 1215 such that the shaft 1215 and the innerrings 1223 of the one or more bearings 1205 rotate together. In theillustrated embodiment, the end section 1216 includes an end cap 1221that prevents the bearings 1205 a and 1205 b and the spacer from slidingoff the end section 1216 of the shaft 1215.

In the illustrated embodiment of FIG. 11B, bearing 1205 a includes akeyway 1206 a on the inner ring 1223 of the bearing 1205 a and a keyway1207 a on the outer ring 1225 of the bearing 1205 a. The keyway 1206 amay be configured to prevent the inner ring 1223 of the bearing 1205 afrom spinning or rotating about the end section 1216 while the keyway1207 a may prevent the outer ring 1227 of the bearing 1205 a fromspinning or rotating inside the interior portion 1108 of the bearingenclosure 1105. Though not shown in FIG. 11B, the bearing 1205 b mayalso include a keyway 1206 b on an interior ring of the bearing 1205 band a keyway 1207 b on an exterior ring of the bearing 1205 b. Thekeyway 1206 b may prevent the inner ring of the bearing 1205 b fromspinning or rotating about the end section 1216 while the keyway 1207 bmay prevent the outer ring of the bearing 1205 b from spinning orrotating inside the interior portion 1108. Though not shown in FIG. 11B,the bearing spacer 1210 may include a keyway 1211 on an interior openingof the bearing spacer 1210 and a keyway 1214 on an outer circumferenceof the bearing spacer 1210. The keyway 1211 may prevent the bearingspacer 1210 from spinning or rotating about the end section 1216 whilethe keyway 1214 may prevent the bearing spacer 1210 from spinning orrotating inside the interior portion 1108.

The larger diameter of the end section 1216 may generally match theinner diameter of the bearings 1205 a and 1205 b and an inner diameterof the bearing spacer 1210, as described in further detail below. Theinner diameter of the bearings 1205 a and 1205 b may be substantiallythe same as (but slightly larger than) the diameter of the end section1216. Thus, the end section 1216 can be configured to hold the bearings1205 or any bearing assembly 1110 pressed onto the end section 1216 inplace using, for example, friction and compressive forces once thebearing 1205 or bearing assembly 1110 is pressed onto the end section1216.

In some embodiments, a surface of the end section 1216 on which thebearings 1205 and the bearing assembly 1110 are attached (e.g., pressedor otherwise coupled) may comprise one or more indentations, dimples,fingers, channels, or tabs (each hereinafter referred to asindentations) at a location to which the bearing is pressed. The one ormore indentations may create individual points or portions at which thesurface of the end section 1216 contacts the bearings 1205 of thebearing assembly 1110 such that the end portion 1216 is not in contactwith an entire interior surface of the bearings 1205. The one or moreindentations may allow air to flow around the bearings 1205 (forexample, from a first side of the bearing 1205 to a second side of thebearing 1205) when pressed onto the end section 1216 and into thebearing enclosure 1105. Such air flow may further reduce heat build-uparound the bearings 1205 when the bearings 1205 are enabling rotation ormovement in the bearing enclosure 1105. In some embodiments, the one ormore indentations may be of varying depths, shapes, lengths, andheights. For example, the one or more indentations in the surface of theend section 1216 of the shaft 1215 may have a depth in the thousandthsof an inch (for example, approximately 0.001″, 0.002″, 0.003″, 0.004″,0.005″, 0.006″, 0.007″, 0.008″, 0.009″, 0.01″, 0.02″, 0.1″ and so forth,or any value therebetween). In some embodiments, the one or moreindentations may have any shape or height (for example, approximately0.001″, 0.002″, 0.003″, 0.004″, 0.005″, 0.006″, 0.007″, 0.008″, 0.009″,0.01″, 0.02″, 0.1″ and so forth, or any value therebetween). The one ormore indentations may also have a width sufficient to ensure that airflows from the first side to the second side of the bearing 1205 (forexample a width that is slightly larger than a width or thickness of thebearing 1205). In some embodiments, the width of the one or moreindentations is slightly larger than the width of the bearing 1205. Forexample, the width of the one or more indentations may be long enoughsuch that the indentation extends on either side of the bearing 1205 bya distance of one of approximately or at least 0.001″, 0.002″, 0.003″,0.004″, 0.005″, 0.006″, 0.007″, 0.008″, 0.009″, 0.01″, 0.02″, 0.1″ andso forth, or any value therebetween. While described primarily asindentations, protrusions, which extend outwardly from the surface ofthe end section 1216 on which the bearings 1205 and the bearing assembly1110 are attached may also be used. In cases where protrusions areutilized, the protrusions may have a height equal to the various depthsof the indentations described above.

The bearing spacer 1210 is described in further detail below withreference to FIG. 13.

FIG. 12A shows a top down view of the bearing assembly 1110. FIG. 12Ashows the the end section 1216 of the shaft 1215, some of the middlesection 1217, a portion of the keyway 1218 in the end section 1216 thatprevents rotation of the bearings 1205 a and 1205 b and the bearingspacer 1210 around the end section 1216. FIG. 12A also shows the gapbetween each of the bearings 1205 a and 1205 b and the bearing spacer1210 on either side of the bearing spacer 1210. Additionally, thebearing 1205 a also includes the keyway 1207 a that is shown in FIG.12A, while the keyway 1207 b for the bearing 1205 b is not shown and thekeyway 1214 for the bearing spacer 1210 is not shown. Further detailsregarding the bearing spacer 1210 are provided below with reference toFIG. 13.

FIG. 12B shows a perspective view of the bearing assembly 1110. Thebearing assembly 1110 shown includes the end cap 1221 of the shaft 1215,a portion of the middle section 1217 and the bearings 1205 a and 1205 band the bearing spacer 1210 around the end section 1216. FIG. 12B alsoshows the gap between each of the bearings 1205 a and 1205 b and thebearing spacer 1210 on either side of the bearing spacer 1210.Additionally, FIG. 12B shows the keyways of the bearing 1205 a, thebearing spacer 1210, and the bearing 1205 b (for example, the keyway1207 a, the keyway 1214, and the keyway 120 b) aligned such that the keycan pass through and lock the rotation of the outer ring of the bearing1205 a, the bearing spacer 1210, and the outer ring of the bearing 1205b within the bearing enclosure 1105.

FIG. 12C shows an alternate perspective view of the bearing assembly1110. The bearing assembly 1110 shown includes the end section 1216 ofthe shaft 1215, a portion of the middle section 1217, and the bearings1205 a and 1205 b and the bearing spacer 1210 around the end section1216. FIG. 12C also shows the gap between each of the bearings 1205 aand 1205 b and the bearing spacer 1210 on either side of the bearingspacer 1210. Additionally, FIG. 12C shows that the keyways 1207 a, 1214,and 1207 b are aligned such that the key can pass through them and lockthe rotation of the bearing 1205, the bearing spacer 1210, and thebearing 1205 b within the bearing enclosure 1105.

FIG. 13 shows a top-down view of the bearing spacer 1210 of the bearingassembly 1110 of FIGS. 11A-12C. The bearing spacer 1210 shown includes anumber of holes 1212 that extend from a first side of the bearing spacer1210 to a second side of the bearing spacer 1210 and through the bearingspacer 1210. The holes 1212 may be replaced by one or more slots,perforations, or other openings that connect the first and second sidesof the bearing spacer 1210 through the bearing spacer 1210. The holes1212 can further facilitate airflow through the bearing support 1100and/or around the bearings 1205 in order to further dissipate heat andprovide cooling. The bearing spacer 1210 also includes the keyway 1211introduced above that can lock rotation of the bearing spacer 1210around the end section 1216 and the keyway 1214 that can lock rotationof the bearing spacer 1210 inside the interior portion 1108.

In the illustrated embodiment of FIG. 13, on either side of the bearingspacer 1210, a lip 1213 a and/or 1213 b is affixed or otherwise extends(in a direction parallel to the axis of the shaft 1215, for example)from a main body of the bearing spacer 1210. The lips 1213 a and 1213 bmay extend from the first and second sides of the bearing spacer 1210and create the gaps between the bearing 1205 a and the bearing spacer1210 and the bearing spacer 1210 and the bearing 1205 b discussed above.In some embodiments, the lips 1213 a and 1213 b have a height thatdefines the predetermined length gap. For example, the lips 1213 a and1213 b have a height of 1 mm, 2 mm, 3 mm, 4 mm, 5 mm, 6, mm, 7 mm, 8 mm,9 mm, or 10 mm in length and so forth, or any value therebetween. Theheight of the lips 1213 can be measured along a direction parallel tothe axis of the shaft 1214 (when assembled). For example, the lips 1213have a width (for example extending along the sides of the bearingspacer 1210) of 1 mm, 2 mm, 3 mm, 4 mm, 5 mm, 6, mm, 7 mm, 8 mm, 9 mm,or 10 mm in length and so forth, or any value therebetween. The width ofthe lips 1213 may be short enough to not impede air flow between theinner and outer rings of the bearing 1205 a and 1205 b. The width of thelips 1213 can be measured in a radial direction (e.g., a directionperpendicular to the axis of the shaft 1215 (when assembled)).

In some embodiments, the lips 1213 comprise one or more indentations,dimples, fingers, channels, or tabs (each hereinafter referred to asindentations) at a location where the bearings 1205 contact the lips1213. The one or more indentations may allow air to flow around thebearing 1205 within the bearing enclosure 1105. Such air flow mayfurther reduce heat build-up around the bearing 1205 when the bearing1205 is enabling rotation or movement in the bearing enclosure 1105. Insome embodiments, the one or more indentations may be of varying depths,shapes, lengths, and heights. For example, the one or more indentationsin the lips 1213 may have a depth in the thousandths of an inch (forexample, approximately 0.001″, 0.002″, 0.003″, 0.004″, 0.005″, 0.006″,0.007″, 0.008″, 0.009, 0.01″, 0.02″, 0.1″ and so forth, or any valuetherebetween). In some embodiments, the one or more indentations mayhave any shape or height or width (for example, approximately 0.001″,0.002″, 0.003″, 0.004″, 0.005″, 0.006″, 0.007″, 0.008″, 0.009, 0.01″,0.02″, 0.1″ and so forth, or any value therebetween). Protrusions mayalso be used in place of the indentations.

FIGS. 14A-14C show different views of a partial construction of thebearing assembly 1100 of FIGS. 11A-12C, the partial constructionincluding the first bearing 1205 a, the bearing spacer 1210, and theshaft 1215.

FIG. 14A shows a top down view of the partial construction of thebearing assembly 1110. The partial construction of the bearing assembly1110 shown also includes the end section 1216 of the shaft 1215 and someof the middle section 1217. FIG. 14A also shows the gap between thebearing 1205 a and the bearing spacer 1210. Further details regardingthe bearing spacer 1210 are provided below with reference to FIG. 13.

FIG. 14B shows a slight perspective view of the partial construction ofthe bearing assembly 1110. The bearing assembly 1110 shown includes theend section 1216 of the shaft 1215, some of the middle section 1217, aportion of the keyway 1218 in the end section 1216 that preventsrotation of the bearings 1205 a and 1205 b and the bearing spacer 1210around the end section 1216, and a portion of the key 1219 that slidesinto the keyway 1218 in the end section and into the keyways 1206 a and1206 b of the bearings 1205 a and 1205 b and keyway 1211 of the bearingspacer 1210. FIG. 14B also shows the gap between the bearing 1205 a andthe bearing spacer 1210. Additionally, the bearing 1205 a also includesthe keyway 1207 a that is shown in FIG. 12A, while the keyway 1211 forthe bearing spacer 1210 is not shown. As shown, the key 1219 may preventthe first bearing 1205 a and the bearing spacer 1210 from spinning orrotating on the end section 1216.

FIG. 14C shows a perspective view of the partial construction of thebearing assembly 1110. The bearing assembly 1110 shown also includes theend section 1216 of the shaft 1215 and some of the middle section 1217.FIG. 14C also shows the keyway 1214 of the bearing spacer 1210 and thelip 1213 that would separate the bearing spacer 1210 from the bearing1205 b with the gap between the bearing 1205 b and the bearing spacer1210 as described above. Additionally, the bearing spacer 1210 includesthe number of holes 1212 that enable air flow between the first andsecond sides of the bearing spacer 1210.

EXEMPLARY EMBODIMENTS

The below items recite example use cases and are not meant to belimiting to the disclosure herein.

Item #:

-   -   1. A apparatus for providing electrical charge to a vehicle,        comprising: (a) a driven mass configured to rotate in response        to a kinetic energy of the vehicle, the driven mass coupled to a        shaft such that rotation of the driven mass causes the shaft to        rotate, wherein the driven mass exists in one of (1) an extended        position in which the kinetic energy of the vehicle causes the        driven mass to rotate and (2) a retracted position in which the        kinetic energy of the vehicle does not cause the driven mass to        rotate; (b) a generator configured to generate an electrical        output based on a mechanical input, the mechanical input        mechanically coupled to the shaft such that rotation of the        shaft causes the mechanical input to rotate; (c) a charger        electrically coupled to the generator and configured to: (c1)        receive the electrical output from the generator, (c2) generate        a charge output based on the electrical output, and (c3) convey        the charge output to the vehicle; (d) a hardware controller        configured to control whether the driven mass is in the extended        position or the retracted position in response to a signal        received from a communication circuit; and (e) the communication        circuit configured to receive the signal from a vehicle        controller.    -   2. The apparatus of item 1, wherein the driven mass comprises a        wheel, and wherein the extended position comprises the wheel        positioned in contact with a ground surface on which the vehicle        travels.    -   3. The apparatus of any of items 1-2, wherein the charger        comprises a charging cable coupled to a charging port of the        vehicle and wherein the charge output is conveyed to the vehicle        via the charging cable and the charging port.    -   4. The apparatus of item 3 further comprising a circuit element        positioned in series with the generator and the charger, wherein        the circuit element creates an open circuit between the        generator and the charging port of the vehicle.    -   5. The apparatus of any of items 1-4 further comprising a        filtering circuit configured to filter the electrical output        from the generator before the electrical output from the        generator is received by the charger, wherein filtering the        electrical output includes one or more of filtering, cleaning,        matching, converting, and conditioning the electrical output to        reduce risk of damage to the charger by the electrical output.    -   6. The apparatus of any of items 1-5, wherein the driven mass        comprises a gear, and wherein the extended position comprises        the gear engaged with one or more of a drive shaft, a motor, and        a wheel of the vehicle.    -   7. The apparatus of any of items 1-6, wherein the mechanical        input is mechanically coupled to the shaft by one or more of a        chain, a belt, a gearing system, and a pulley system.    -   8. The apparatus of any of items 1-7 further comprising an        energy storage device configured to store any excess portion of        the charge conveyed to the vehicle when a vehicle battery or a        vehicle motor is unable to accept all portions of the charge        output conveyed from the charger.    -   9. The apparatus of item 8, wherein the energy storage device is        further configured to convey the excess portion of the charge to        the vehicle energy storage device or to the vehicle motor on        demand.    -   10. The apparatus of items 1-9, further comprising a battery        storage device and a capacitor storage device, wherein the        capacitor storage device is configured to: (a) receive at least        a portion of the charge output, (b) store at least the portion        of the charge output, and (c) convey at least the portion of the        charge output to the battery storage device in one or more        bursts based on a charge level of the battery storage device        dropping below a threshold value.    -   11. A method of providing electrical charge to a vehicle,        comprising: (a) rotating a driven mass in response to a kinetic        energy of the vehicle, the driven mass coupled to a shaft such        that rotation of the driven mass causes the shaft to rotate,        wherein the driven mass exists in (1) an extended position in        which the kinetic energy of the vehicle causes the driven mass        to rotate and (2) a retracted position in which the kinetic        energy of the vehicle does not cause the driven mass to        rotate; (b) generating, via a generator, an electrical output        based on a mechanical input via a generator, the generator        having a mechanical input mechanically coupled to the shaft such        that rotation of the shaft causes the mechanical input to        rotate; (c) generating a charge output based on the electrical        output; (d) conveying the charge output to the vehicle; (e)        controlling whether the driven mass is in the extended position        or the retracted position in response to a signal received from        a vehicle controller; and (f) receiving the signal from the        vehicle controller.    -   12. The method of item 11, wherein the driven mass comprises a        wheel, and wherein the extended position comprises the wheel        positioned in contact with a ground surface on which the vehicle        travels.    -   13. The method of any of items 11-12, wherein conveying the        charge output to the vehicle comprises conveying the charge        output via a charging cable coupled to a charging port of the        vehicle.    -   14. The method of item 13, further comprising creating an open        circuit between the generator and the charging port of the        vehicle via a circuit element.    -   15. The method of any of items 11-14 further comprising        filtering the electrical output from the generator before the        electrical output from the generator is received by the charger,        wherein filtering the electrical output includes one or more of        filtering, cleaning, matching, converting, and conditioning the        electrical output to reduce risk of damage to the charger by the        electrical output.    -   16. The method of any of items 11-15, wherein the driven mass        comprises a gear, and wherein the extended position comprises        the gear engaged with one or more of a drive shaft, a motor, and        a wheel of the vehicle.    -   17. The method of any of items 11-16, wherein the mechanical        input is mechanically coupled to the shaft by one or more of a        chain, a belt, a gearing system, and a pulley system.    -   18. The method of any of items 11-17 further comprising storing        any excess portion of the charge conveyed to the vehicle when a        vehicle battery or a vehicle motor is unable to accept all        portions of the charge output conveyed from the charger.    -   19. The method of item 18 further comprising conveying the        excess portion of the charge from the energy storage device to        the vehicle energy storage device or to the vehicle on demand.    -   20. The method of any of items 11-19 further comprising: (a)        receiving at least a portion of the charge output at a capacitor        storage device; (b) storing at least the portion of the charge        output in the capacitor storage device; and (c) conveying at        least the portion of the charge output to a battery storage        device in one or more bursts based on a charge level of the        battery storage device dropping below a threshold value.    -   21. The apparatus of any of items 1-10, wherein the mechanical        input further comprises a flywheel configured to drive the        generator to generate the electrical output.    -   22. The apparatus of item 21, further comprising a one-way        bearing having a first side and a second side, wherein the        one-way bearing is configured to allow the first side rotate        independently of the second side.    -   23. The apparatus of item 22, wherein the flywheel is        mechanically coupled to the first side of the one-way bearing,        the shaft is coupled to the second side, wherein the one-way        bearing is configured to allow the flywheel rotate independently        of the shaft.    -   24. The apparatus of any of items 1-10 and 21-23 further        comprising an independent suspension that supports the driven        mass and the generator independently from a suspension of the        vehicle, wherein the independent suspension comprises one of a        linkage, a spring, and a shock absorber.    -   25. The apparatus of any of items 1-10 and 21-24, wherein the        generator is switchable such that the electrical output is        pulsed in a first switched setting and is constant in a second        switched setting.    -   26. The apparatus of any of items 1-10 and 21-25 further        comprising a capacitor and switch assembly configured to provide        a backup energy storage for high voltage transfer the electrical        output generated by the generator.    -   27. The method of any of items 11-20, wherein the mechanical        input comprises a flywheel configured to drive the generator to        generate the electrical output.    -   28. The method of item 27, wherein the mechanical input further        comprises a one-way bearing having a first side and a second        side, wherein the one-way bearing is configured to allow the        first side rotate independently of the second side in a first        direction of rotation and with the second side in a second        direction of rotation.    -   29. The method of item 28, wherein the flywheel is mechanically        coupled to the first side of the one-way bearing, the shaft is        coupled to the second side, wherein the one-way bearing is        configured to allow the flywheel rotate independently of the        shaft in the first direction of rotation and with the shaft in        the second direction of rotation.    -   30. The method of any of items 11-20 and 27-29, further        comprising supporting, via an independent suspension, the driven        mass and the generator independently from a suspension of the        vehicle, wherein the independent suspension comprises one of a        linkage, a spring, and a shock absorber.    -   31. The method of any of items 11-20 and 27-30, further        comprising switching the generator such that the electrical        output is pulsed in a first switched setting and is constant in        a second switched setting.    -   32. The method of any of items 11-20 and 27-31, further        comprising performing a voltage dump from the generator output        terminal via a capacitor, a switch assembly, and a backup energy        storage.    -   33. An apparatus for providing electrical charge to a vehicle,        comprising: (a) a driven mass configured to rotate in response        to a kinetic energy of the vehicle, the driven mass coupled to a        shaft such that rotation of the driven mass causes the shaft to        rotate; (b) a generator configured to generate an electrical        output at a generator output terminal based on a mechanical        input, the mechanical input mechanically coupled to the shaft        such that rotation of the shaft causes the mechanical input to        rotate; (c) a capacitor module selectively and electrically        coupled to the generator output terminal and configured to: (c1)        receive a first portion of the electrical output generated by        the generator, (c2) store the first portion of the electrical        output as a first energy as an electric field of the capacitor        module, and (c3) convey the first energy to a load of the        vehicle on demand; (d) a battery module selectively and        electrically coupled to the generator output terminal and        configured to: (d1) receive a second portion of the electrical        output generated by the generator, (d2) store the second portion        of the electrical output as a second energy in a chemical energy        form, and (d3) convey the second energy to the load of the        vehicle on demand; and (e) a hardware controller configured to        control whether the capacitor module, the battery module, or a        combination of the capacitor module and the battery module is        coupled to the generator output terminal in response to a        received signal.    -   34. The apparatus of item 33, wherein the mechanical input        comprises a flywheel configured to store mechanical energy        received from the driven mass.    -   35. The apparatus of item 34, further comprising a one-way        bearing having a first side and a second side, wherein the        one-way bearing is configured to allow the first side rotate        independently of the second side in a first direction of        rotation and together with the second side in a second direction        of rotation.    -   36. The apparatus of item 35, wherein the flywheel is        mechanically coupled to the first side of the one-way bearing,        wherein the shaft is coupled to the second side, and wherein the        one-way bearing is configured to allow the flywheel rotate        independently of the shaft in the first direction of rotation        and together with the shaft in the second direction of rotation.    -   37. The apparatus of any of items 1-10, 21-26, and 33-36,        further comprising an independent suspension that supports the        driven mass and the generator independently from a suspension of        the vehicle, wherein the independent suspension comprises one of        a linkage, a spring, and a shock absorber.    -   38. A method of providing electrical charge to a vehicle,        comprising: (a) rotating a driven mass in response to a kinetic        energy of the vehicle, the driven mass coupled to a shaft such        that rotation of the driven mass causes the shaft to rotate; (b)        generating, via generator, an electrical output at a generator        output terminal of the generator based on a mechanical input,        the mechanical input mechanically coupled to the shaft such that        rotation of the shaft causes the mechanical input to rotate; (c)        conveying a first portion of the electrical output generated by        the generator to a capacitor module selectively and electrically        coupled to the generator output terminal; (d) storing the first        portion of the electrical output as a first energy in an        electric field of the capacitor module; (e) conveying the first        energy to a load of the vehicle on demand; (f) conveying a        second portion of the electrical output to a battery module        selectively and electrically coupled to the generator output        terminal; (g) storing the second portion of the electrical        output as a second energy in a chemical energy form; and (h)        controlling whether the capacitor module, the battery module, or        a combination of the capacitor module and the battery module is        coupled to the generator output terminal in response to a        received signal.    -   39. The method of item 38, wherein the mechanical input        comprises a flywheel configured to store mechanical energy        received from the driven mass.    -   40. The method of item 39, wherein the mechanical input further        comprises a one-way bearing having a first side and a second        side, wherein the one-way bearing is configured to allow the        first side rotate independently of the second side in a first        direction of rotation and together with the second side in a        second direction of rotation.    -   41. The method of item 40, wherein the flywheel is mechanically        coupled to the first side of the one-way bearing, wherein the        shaft is coupled to the second side, and wherein the one-way        bearing is configured to allow the flywheel rotate independently        of the shaft in the first direction of rotation and together        with the shaft in the second direction of rotation.    -   42. The method of any of items 11-20, 27-32, and 38-41, further        comprising supporting, via an independent suspension, the driven        mass and the generator independently from a suspension of the        vehicle, wherein the independent suspension comprises one of a        linkage, a spring, and a shock absorber.    -   43. The apparatus for providing electrical charge to a vehicle,        comprising: (a) a driven mass configured to rotate in response        to a kinetic energy of the vehicle, the driven mass coupled to a        shaft such that rotation of the driven mass causes the shaft to        rotate; (b) a generator configured to generate an electrical        output at a generator output terminal based on a mechanical        input, the mechanical input mechanically coupled to the shaft        such that rotation of the shaft causes the mechanical input to        rotate; (c) a hardware controller configured to: (c1) convey at        least a first portion of the electrical output to one of a        capacitor module, a battery, and a motor of the vehicle, each of        the capacitor module, the battery, and the motor selectively        coupled to the generator output terminal, (c2) disconnect the        generator output terminal from the capacitor module, the        battery, and the motor in response to an interrupt signal        received, (c3) initiate a dump of a residual electrical energy        in the generator for a period of time, and (c4) connect the        generator output terminal to one of the capacitor module, the        battery, and the motor of the vehicle after the period of time        expires, wherein the interrupt signal is generated by a        controller in response to one or more conditions.    -   44. The apparatus of item 43, wherein the interrupt signal is        received at periodic intervals defined based on at least one of        a period of time following a previous interrupt signal, a        distance traveled by the vehicle, a speed of the vehicle, and a        power generated by the generator.    -   45. The apparatus of item 44, wherein the hardware controller        configured to dump the residual electrical energy comprises the        hardware controller being configured to: (a) electrically couple        the generator output terminal to a dump load for the period of        time, and (b) disconnect the generator output terminal from the        dump load after the period of time passes, wherein the dump load        comprises one or more of a back-up battery or capacitor.    -   46. A method of providing electrical charge to a vehicle,        comprising: (a) rotating a driven mass in response to a kinetic        energy of the vehicle, the driven mass coupled to a shaft such        that rotation of the driven mass causes the shaft to rotate; (b)        generating an electrical output at a generator output terminal        based on a mechanical input, the mechanical input mechanically        coupled to the shaft such that rotation of the shaft causes the        mechanical input to rotate; (c) conveying at least a first        portion of the electrical output to one of a capacitor module, a        battery, and a motor of the vehicle selectively coupled to the        generator output terminal; (d) disconnecting the generator        output terminal from the capacitor module, the battery, and the        motor in response to an interrupt signal received; (e) dumping a        residual electrical energy in the generator for a period of        time; and (f) connecting the generator output terminal to one of        the capacitor module, the battery, and the motor of the vehicle        after the period of time expires, wherein the interrupt signal        is generated by a controller in response to one or more        conditions.    -   47. The method of item 46, wherein the interrupt signal is        received at periodic intervals defined based on at least one of        a period of time following a previous interrupt signal, a        distance traveled by the vehicle, a speed of the vehicle, and a        power generated by the generator.    -   48. The method of item 47, wherein dumping the residual        electrical energy comprises: (a) electrically coupling the        generator output terminal to a dump load for the period of time;        and (b) disconnecting the generator output terminal from the        dump load after the period of time passes, wherein the dump load        comprises one or more of a back-up battery or capacitor.    -   49. An apparatus for providing electrical charge to a vehicle,        comprising: (a) a motor configured to place the vehicle in        motion; (b) a driven mass configured to rotate in response to a        kinetic energy of the vehicle generated when the vehicle is in        motion, the driven mass coupled to a shaft such that rotation of        the driven mass causes the shaft to rotate; (c) a generator        configured to generate an electrical output at a generator        output terminal based on rotation of a mechanical input, the        mechanical input mechanically coupled to the shaft such that        rotation of the shaft causes the mechanical input to rotate; (d)        a capacitor module selectively and electrically coupled to the        generator output terminal and configured to: (d1) receive a        portion of the electrical output generated by the generator,        (d2) store the portion of the electrical output as an electric        field of the capacitor module when the battery has a charge that        exceeds a threshold value, and (d3) convey the first energy to a        load of the vehicle on demand, (e) a hardware controller        configured to control the motor, the generator, and coupling of        the capacitor module to the generator module, wherein the        electrical output generated is greater than or equal to a        consumption of the motor of the vehicle when the vehicle is in        motion.    -   50. A method of providing electrical charge to a vehicle,        comprising: (a) rotating a driven mass in response to a kinetic        energy of the vehicle, the driven mass coupled to a shaft such        that rotation of the driven mass causes the shaft to rotate; (b)        generating, by a generator, an electrical output at a generator        output terminal based on rotation of a mechanical input, the        mechanical input mechanically coupled to the shaft such that        rotation of the shaft causes the mechanical input to rotate; (c)        conveying a portion of the electrical output to a capacitor        module selectively coupled to the generator output terminal with        a battery of the vehicle; and (d) storing the portion of the        electrical output in the capacitor module when the battery has a        charge that exceeds a threshold value, wherein the electrical        output generated by the generator is greater than or equal to a        consumption of a motor of the vehicle when the vehicle in        motion.

ADDITIONAL EMBODIMENTS

As described herein, the generators 302 a and 302 b may be configured togenerate a voltage of any amount, type, and so forth, for example, asspecified by an operating voltage of the battery 102 and/or a busvoltage of the BEV 100/500. As such, any of the deep cycle battery 504and the capacitor modules 502 may also have operating voltagescorresponding to that of the battery 102. In some embodiments, the deepcycle battery 504 and/or the capacitor modules 502 have differentoperating voltages and are coupled to the battery 102 via one or moreconverter devices, for example the DC-to-DC converter 506. As such, theOBCS 210 and corresponding components described herein may operate atvarious voltages for the BEV 100/500.

As used herein, “system,” “instrument,” “apparatus,” and “device”generally encompass both the hardware (for example, mechanical andelectronic) and, in some implementations, associated software (forexample, specialized computer programs for graphics control) components.

Further, the data processing and interactive and dynamic user interfacesdescribed herein are enabled by innovations in efficient data processingand interactions between the user interfaces and underlying systems andcomponents.

It is to be understood that not necessarily all objects or advantagesmay be achieved in accordance with any particular embodiment describedherein. Thus, for example, those skilled in the art will recognize thatcertain embodiments may be configured to operate in a manner thatachieves or optimizes one advantage or group of advantages as taughtherein without necessarily achieving other objects or advantages as maybe taught or suggested herein.

Each of the processes, methods, and algorithms described in thepreceding sections may be embodied in, and fully or partially automatedby, code modules executed by one or more computer systems or computerprocessors including computer hardware. The code modules may be storedon any type of non-transitory computer-readable medium or computerstorage device, such as hard drives, solid state memory, optical disc,and/or the like. The systems and modules may also be transmitted asgenerated data signals (for example, as part of a carrier wave or otheranalog or digital propagated signal) on a variety of computer-readabletransmission mediums, including wireless-based and wired/cable-basedmediums, and may take a variety of forms (for example, as part of asingle or multiplexed analog signal, or as multiple discrete digitalpackets or frames). The processes and algorithms may be implementedpartially or wholly in application-specific circuitry. The results ofthe disclosed processes and process steps may be stored, persistently orotherwise, in any type of non-transitory computer storage such as, forexample, volatile or non-volatile storage.

Many other variations than those described herein will be apparent fromthis disclosure. For example, depending on the embodiment, certain acts,events, or functions of any of the algorithms described herein can beperformed in a different sequence, can be added, merged, or left outaltogether (for example, not all described acts or events are necessaryfor the practice of the algorithms). Moreover, in certain embodiments,acts or events can be performed concurrently, for example, throughmulti-threaded processing, interrupt processing, or multiple processorsor processor cores or on other parallel architectures, rather thansequentially. In addition, different tasks or processes can be performedby different machines and/or computing systems that can functiontogether.

The various illustrative logical blocks, modules, and algorithm elementsdescribed in connection with the embodiments disclosed herein can beimplemented as electronic hardware, computer software, or combinationsof both. To clearly illustrate this interchangeability of hardware andsoftware, various illustrative components, blocks, modules, and elementshave been described herein generally in terms of their functionality.Whether such functionality is implemented as hardware or softwaredepends upon the particular application and design constraints imposedon the overall system. The described functionality can be implemented invarying ways for each particular application, but such implementationdecisions should not be interpreted as causing a departure from thescope of the disclosure.

The various features and processes described herein may be usedindependently of one another, or may be combined in various ways. Allpossible combinations and sub-combinations are intended to fall withinthe scope of this disclosure. In addition, certain method or processblocks may be omitted in some implementations. The methods and processesdescribed herein are also not limited to any particular sequence, andthe blocks or states relating thereto can be performed in othersequences that are appropriate. For example, described blocks or statesmay be performed in an order other than that specifically disclosed, ormultiple blocks or states may be combined in a single block or state.The example blocks or states may be performed in serial, in parallel, orin some other manner. Blocks or states may be added to or removed fromthe disclosed example embodiments. The example systems and componentsdescribed herein may be configured differently than described. Forexample, elements may be added to, removed from, or rearranged comparedto the disclosed example embodiments.

The various illustrative logical blocks and modules described inconnection with the embodiments disclosed herein can be implemented orperformed by a machine, such as a general purpose processor, a digitalsignal processor (“DSP”), an application specific integrated circuit(“ASIC”), a field programmable gate array (“FPGA”) or other programmablelogic device, discrete gate or transistor logic, discrete hardwarecomponents, or any combination thereof designed to perform the functionsdescribed herein. A general purpose processor can be a microprocessor,but in the alternative, the processor can be a controller,microcontroller, or state machine, combinations of the same, or thelike. A processor can include electrical circuitry configured to processcomputer-executable instructions. In another embodiment, a processorincludes an FPGA or other programmable devices that performs logicoperations without processing computer-executable instructions. Aprocessor can also be implemented as a combination of computing devices,for example, a combination of a DSP and a microprocessor, a plurality ofmicroprocessors, one or more microprocessors in conjunction with a DSPcore, or any other such configuration. Although described hereinprimarily with respect to digital technology, a processor may alsoinclude primarily analog components. For example, some, or all, of thesignal processing algorithms described herein may be implemented inanalog circuitry or mixed analog and digital circuitry. A computingenvironment can include any type of computer system, including, but notlimited to, a computer system based on a microprocessor, a mainframecomputer, a digital signal processor, a portable computing device, adevice controller, or a computational engine within an appliance, toname a few.

The elements of a method, process, or algorithm described in connectionwith the embodiments disclosed herein can be embodied directly inhardware, in a software module stored in one or more memory devices andexecuted by one or more processors, or in a combination of the two. Asoftware module can reside in RAM memory, flash memory, ROM memory,EPROM memory, EEPROM memory, registers, hard disk, a removable disk, aCD-ROM, or any other form of non-transitory computer-readable storagemedium, media, or physical computer storage known in the art. An examplestorage medium can be coupled to the processor such that the processorcan read information from, and write information to, the storage medium.In the alternative, the storage medium can be integral to the processor.The storage medium can be volatile or nonvolatile. The processor and thestorage medium can reside in an ASIC. The ASIC can reside in a userterminal. In the alternative, the processor and the storage medium canreside as discrete components in a user terminal.

Conditional language, such as, among others, “can,” “could,” “might,” or“may,” unless specifically stated otherwise, or otherwise understoodwithin the context as used, is generally intended to convey that certainembodiments include, while other embodiments do not include, certainfeatures, elements and/or steps. Thus, such conditional language is notgenerally intended to imply that features, elements and/or steps are inany way required for one or more embodiments or that one or moreembodiments necessarily include logic for deciding, with or without userinput or prompting, whether these features, elements and/or steps areincluded or are to be performed in any particular embodiment.

As used herein a “data storage system” may be embodied in computingsystem that utilizes hard disk drives, solid state memories and/or anyother type of non-transitory computer-readable storage medium accessibleto or by a device such as an access device, server, or other computingdevice described. A data storage system may also or alternatively bedistributed or partitioned across multiple local and/or remote storagedevices as is known in the art without departing from the scope of thepresent disclosure. In yet other embodiments, a data storage system mayinclude or be embodied in a data storage web service.

As used herein, the terms “determine” or “determining” encompass a widevariety of actions. For example, “determining” may include calculating,computing, processing, deriving, looking up (for example, looking up ina table, a database or another data structure), ascertaining and thelike. Also, “determining” may include receiving (for example, receivinginformation), accessing (for example, accessing data in a memory) andthe like. Also, “determining” may include resolving, selecting,choosing, establishing, and the like.

As used herein, the term “selectively” or “selective” may encompass awide variety of actions. For example, a “selective” process may includedetermining one option from multiple options. A “selective” process mayinclude one or more of: dynamically determined inputs, preconfiguredinputs, or user-initiated inputs for making the determination. In someimplementations, an n-input switch may be included to provide selectivefunctionality where n is the number of inputs used to make theselection.

As used herein, the terms “provide” or “providing” encompass a widevariety of actions. For example, “providing” may include storing a valuein a location for subsequent retrieval, transmitting a value directly tothe recipient, transmitting or storing a reference to a value, and thelike. “Providing” may also include encoding, decoding, encrypting,decrypting, validating, verifying, and the like.

As used herein, the term “message” encompasses a wide variety of formatsfor communicating (for example, transmitting or receiving) information.A message may include a machine readable aggregation of information suchas an XML document, fixed field message, comma separated message, or thelike. A message may, in some implementations, include a signal utilizedto transmit one or more representations of the information. Whilerecited in the singular, it will be understood that a message may becomposed, transmitted, stored, received, etc. in multiple parts.

As used herein a “user interface” (also referred to as an interactiveuser interface, a graphical user interface or a UI) may refer to anetwork based interface including data fields and/or other controls forreceiving input signals or providing electronic information and/or forproviding information to the user in response to any received inputsignals. A UI may be implemented in whole or in part using technologiessuch as hyper-text mark-up language (HTML), ADOBE® FLASH®, JAVA®,MICROSOFT® .NET®, web services, and rich site summary (RSS). In someimplementations, a UI may be included in a stand-alone client (forexample, thick client, fat client) configured to communicate (forexample, send or receive data) in accordance with one or more of theaspects described.

Disjunctive language such as the phrase “at least one of X, Y, or Z,”unless specifically stated otherwise, is otherwise understood with thecontext as used in general to present that an item, term, and so forth,may be either X, Y, or Z, or any combination thereof (for example, X, Y,and/or Z). Thus, such disjunctive language is not generally intended to,and should not, imply that certain embodiments require at least one ofX, at least one of Y, or at least one of Z to each be present.

Any process descriptions, elements, or blocks in the flow diagramsdescribed herein and/or depicted in the attached figures should beunderstood as potentially representing modules, segments, or portions ofcode which include one or more executable instructions for implementingspecific logical functions or steps in the process. Alternateimplementations are included within the scope of the embodimentsdescribed herein in which elements or functions may be deleted, executedout of order from that shown or discussed, including substantiallyconcurrently or in reverse order, depending on the functionalityinvolved, as would be understood by those skilled in the art.

Unless otherwise explicitly stated, articles such as “a” or “an” shouldgenerally be interpreted to include one or more described items.Accordingly, phrases such as “a device configured to” are intended toinclude one or more recited devices. Such one or more recited devicescan also be collectively configured to carry out the stated recitations.For example, “a processor configured to carry out recitations A, B andC” can include a first processor configured to carry out recitation Aworking in conjunction with a second processor configured to carry outrecitations B and C.

All of the methods and processes described herein may be embodied in,and partially or fully automated via, software code modules executed byone or more general purpose computers. For example, the methodsdescribed herein may be performed by the computing system and/or anyother suitable computing device. The methods may be executed on thecomputing devices in response to execution of software instructions orother executable code read from a tangible computer readable medium. Atangible computer readable medium is a data storage device that canstore data that is readable by a computer system. Examples of computerreadable mediums include read-only memory, random-access memory, othervolatile or non-volatile memory devices, CD-ROMs, magnetic tape, flashdrives, and optical data storage devices.

It should be emphasized that many variations and modifications may bemade to the herein-described embodiments, the elements of which are tobe understood as being among other acceptable examples. All suchmodifications and variations are intended to be included herein withinthe scope of this disclosure. The foregoing description details certainembodiments. It will be appreciated, however, that no matter howdetailed the foregoing appears in text, the systems and methods can bepracticed in many ways. As is also stated herein, it should be notedthat the use of particular terminology when describing certain featuresor aspects of the systems and methods should not be taken to imply thatthe terminology is being re-defined herein to be restricted to includingany specific characteristics of the features or aspects of the systemsand methods with which that terminology is associated.

Those of skill in the art would understand that information, messages,and signals may be represented using any of a variety of differenttechnologies and techniques. For example, data, instructions, commands,information, signals, bits, symbols, and chips that may be referencedthroughout the above description may be represented by voltages,currents, electromagnetic waves, magnetic fields or particles, opticalfields or particles, or any combination thereof.

What is claimed is:
 1. An apparatus for providing energy to a vehicle topower the vehicle, the apparatus comprising: a capacitor module disposedwithin a housing of the vehicle and configured to store a first energyas an electric field of the capacitor module; and a battery disposedwithin the housing of the vehicle and configured to provide energy tothe vehicle to power the vehicle, wherein the battery is electricallycoupled to the capacitor module and configured to: receive at least aportion of the first energy provided from the capacitor module; storethe at least a portion of the first energy received from the capacitormodule as a second energy in a chemical form of the battery; and conveyat least a portion of the second energy to an electrical load of thevehicle.
 2. The apparatus of claim 1, wherein the capacitor module isfurther configured to provide a voltage support to the battery byproviding the at least a portion of the first energy to the battery tosupplement a voltage of the battery.
 3. The apparatus of claim 1,wherein the battery is further configured to receive the at least aportion of the first energy from the capacitor module based on thesecond energy of the battery being discharged from the battery.
 4. Theapparatus of claim 1, wherein the capacitor module is further configuredto provide the at least a portion of the first energy to the battery ondemand.
 5. The apparatus of claim 1, wherein the capacitor module isfurther configured to provide the at least a portion of the first energyto the battery in response to the second energy of the battery fallingbelow a threshold value.
 6. The apparatus of claim 1, wherein thecapacitor module is further configured to provide the at least a portionof the first energy to the battery in response to the electrical load ofthe vehicle exceeding a threshold value.
 7. The apparatus of claim 1,wherein the capacitor module is further configured to provide the atleast a portion of the first energy to the battery to supplement anoutput of energy from the battery to the electrical load of the vehicle.8. The apparatus of claim 1, further comprising: a driven massconfigured to rotate in response to a kinetic energy of the vehicle; anda generator rotatably coupled to the driven mass and configured togenerate an electrical output based on a rotation of the driven mass,wherein the generator is electrically coupled to the capacitor moduleand configured to convey the electrical output to the capacitor module.9. A method of providing energy to a vehicle to power the vehicle, themethod comprising: storing, at a capacitor module disposed within ahousing of the vehicle, a first energy as an electric field of thecapacitor module; and providing at least a portion of the first energyfrom the capacitor module to a battery disposed within the housing ofthe vehicle; storing the at least a portion of the first energy receivedfrom the capacitor module as a second energy in a chemical form of thebattery; and conveying at least a portion of the second energy from thebattery to an electrical load of the vehicle to power the vehicle. 10.The method of claim 9, further comprising providing a voltage support tothe battery by providing the at least a portion of the first energy fromthe capacitor module to the battery to supplement a voltage of thebattery.
 11. An apparatus for providing energy to a vehicle, theapparatus comprising: a driven mass configured to rotate in response toa kinetic energy of the vehicle, wherein the driven mass exists in oneof (1) an extended position in which the kinetic energy of the vehiclecauses the driven mass to rotate and (2) a retracted position in whichthe kinetic energy of the vehicle does not cause the driven mass torotate; a generator rotatably coupled to the driven mass and configuredto generate an electrical output based on a rotation of the driven mass,wherein the generator is electrically coupled to an energy storagedevice of the vehicle and configured to convey the electrical output tothe energy storage device; and a hardware controller configured tocontrol whether the driven mass is in the extended position or theretracted position.
 12. The apparatus of claim 11, wherein the extendedposition comprises the driven mass engaged with a wheel of the vehicle.13. The apparatus of claim 12, wherein the hardware controller isfurther configured to control a force exerted by the driven mass on thewheel of the vehicle.
 14. The apparatus of claim 13, wherein thehardware controller is further configured to control the force exertedby the driven mass on the wheel of the vehicle based at least in part ona drag created by the driven mass on the vehicle.
 15. The apparatus ofclaim 11, wherein the hardware controller is further configured tocontrol a drag created on the vehicle by driven mass when the drivenmass is in the extended position.
 16. The apparatus of claim 11, whereinthe hardware controller is further configured to control whether thedriven mass is in the extended position or the retracted position basedat least in part on a drag created by the driven mass on the vehiclewhen the driven mass is in the extended position.
 17. The apparatus ofclaim 11, further comprising a suspension system that supports thedriven mass independently from a suspension of the vehicle and isconfigured to enable the driven mass to move vertically and/orhorizontally relative to the vehicle.
 18. The apparatus of claim 17,wherein the suspension system comprises a shock absorber or a springconfigured to exert a force from the driven mass onto a wheel of thevehicle when the driven mass is in the extended position, and whereinthe suspension system is further configured to enable the driven mass toreact or respond to vertical and/or horizontal movements of the wheelresulting from variations in a ground surface on which the vehicletravels.
 19. A method of providing energy to a vehicle, the methodcomprising: rotating a driven mass in response to a kinetic energy ofthe vehicle, wherein the driven mass exists in (1) an extended positionin which the kinetic energy of the vehicle causes the driven mass torotate and (2) a retracted position in which the kinetic energy of thevehicle does not cause the driven mass to rotate; generating, via agenerator, an electrical output based on a rotation of the driven mass,wherein the generator is electrically coupled to an energy storagedevice of the vehicle; conveying the electrical output from thegenerator to the energy storage device; and controlling, via a hardwarecontroller, whether the driven mass is in the extended position or theretracted position.
 20. The method of claim 19, wherein the extendedposition comprises engaging the driven mass with a wheel of the vehicle.